ANNUAL REPORT 1998EUROCONTROL EXPERIMENTAL CENTRE

Message from the Director . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

EUROCONTROL and the Experimental Centre . . . . . . . . . . . . . . . . . . . 4

Message from the Staff Committee . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

Partnership, Consultation and Communication . . . . . . . . . . . . . . . . . . . 8

1998 Overview – work programme and resources . . . . . . . . . . . . . . . 10

Support to ATFM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Support to Performance Review. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Support to safety Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

CNS Research . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

ATM Research . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Integration / Validation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Simulations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

Development of Simulation Facilities . . . . . . . . . . . . . . . . . . . . . . . . . 36

Development of Organisation & Infrastructure . . . . . . . . . . . . . . . . . . . 39

EEC Publications in 1998 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Contact Information. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

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Contents

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1998 has been a year of contrasts.

On the one hand we had some failures, on the other hand some successes.

On the dark side or the grey side the most famous or infamous failure has been the PHAREDemonstration n° 3 at the EEC. As the EEC Director and Chairman of the PHARE Management

Board I have decided to take full responsibility for this mishap.

Since so many ATM systems in development are in trouble we could have used it as an excuse,I also could have used the complexity of a multiple-partner project as an excuse. But since at

the EEC we had also some difficulties with R & D simulations like EATCHIP Simulation PhaseIII or more classical simulations like the one for Denmark and Sweden, I thought it was better not to hide the issue.

The issue in my mind is that we have been, I have been, too optimistic in keep-ing the same pace of Real Time Simulations and making the Simulator evolve simultaneously. Like in any software devel-opment we had some teething troubles. But seeing the interest shown by industry, which is taking an ever greater partin the development, I do believe that we are going in the right direction. And this is the result of an excellent work byteams led by David Young and Richard Beck. In a way this is the role of the Experimental Centre to take a risk with inno-vative technology. As a result of these difficulties we have taken actions to consolidate the Real Time Simulator (ESCAPE).

On the bright side, we had also successful simulations, Fast-Time and Real-Time. This remains the core business of theEEC. But we also expanded the spectrum of tools available at the EEC, on the one hand towards more analytical, glob-al models and on the other hand towards more pre-operational/shadow platforms.

At the analytical end of the spectrum, I would consider 1998 as the year when FAP started to get European wide recog-nition. FAP is a result of a vision of Xavier Fron and Jean-Luc Garnier, in anticipation of a need for what is now thePerformance Review Process. FAP came just in time and of course full recognition should be given to the ‘father of FAP’,Sönke Mahlich.

At the other end of the spectrum DSI (the Danish-Sweden Interface) led by Stéphane Dubuisson, with its ‘live’ opera-tional component, was also a success.

1998 has also been the year of recognition for FREER with the involvement of ATC providers and Airlines and here thecredit must be given to the team led by Vu Duong.

At the operational end of the spectrum, our industrialisation strategy is bearing fruit and the AudioLAN product is nowcommercialised by five separate companies via a non-exclusive license agreement. This innovative venture exploitingvoice-over-IP technology has been led by Gilles Gawinowski in the framework of a partnership with industry.

As a result of the dedication of so many people working at the EEC there have been quite a few other achievementswhich you will discover in this activity report.

As part of the EEC’s Continuous Improvement Process we have implemented a new organisation aligned with the EATMPreorganisation. The main objective is to try to focus, even more, on the Programmes as defined in EATMP. This shouldpave the way for further improvement in the EEC.

More important, and I consider that the two first meetings of the newly created Experimental Centre Consulting Group(ECCG) have been a big step forward here, are our actions to involve our stakeholders better in the definition of therole and activities of the Experimental Centre. Only by listening to its stakeholders and trying to work even better forATM improvements for the benefit of the Airspace users, can the Experimental Centre move forward with confidenceinto the year 2000.

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Message from the Director

EUROCONTROL is the European Agency for the Safety of Air Navigation. Founded in 1960 to oversee the airtraffic control of the then Member States, EUROCONTROL has today a mission to manage and coordinate thedevelopment of a uniform European ATM system within the framework of the ATM2000+ strategy.

In June 1997, the ministers of transport of the EUROCONTROL Member States signed the revised Conventionwhich expands EUROCONTROL’s responsibilities and creates a new organisational and management structure.

At the end of 1998 EUROCONTROL comprised 28 Member States (in order of accession):

To support the tasks confided to EURCONTROL by its Member States, the organisation has a headquarters (located at Haren, Belgium) and five external services:The Central Flow Management Unit (CFMU), the Institute of Air Navigation Services (IANS), the Maastricht UpperArea Control Centre (MUAC), the Central Route Charges Office (CRCO) and the EUROCONTROL ExperimentalCentre (EEC). Also part of the Agency but administrated independently are the Performance Review Unit, whichsupports the Performance Review Commission, and the Safety Regulation Unit, which supports the SafetyRegulation Commission.

HQ

EUROCONTROL Headquarters are based in Haren, Belgium, in the vicinity of the Brussels National Airport.Here, operational and engineering services are provided on various technical programmes for Member States,as well as financial, legal, linguistic and administrative services for all EUROCONTROL establishments.

Special organisational arrangements have been made for the management of the European Air TrafficManagement Programme (EATMP) on behalf of the 37 ECAC Member States.

CFMU

The CFMU is co-located with EUROCONTROL headquarters at the Haren site. It is tasked with providing air traf-fic flow management services, such as slot allocation and re-routing directives, to the 37 ECAC Member States.The CFMU is supported by two Initial Integrated Flight Plan Processing Units (IFPU-1/2); one co-located with theCFMU at Haren, the other located at the EEC site, Brétigny-Sur-Orge, France.

IANS

IANS, located in Luxembourg, provides operational, technical and managerial training to ATM staff in the ECACMember States, and in the Agency.

EUROCONTROL & the Experimental Centre

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GermanyBelgiumFranceLuxembourgthe Netherlandsthe United KingdomIrelandPortugalGreeceTurkey

MaltaCyprusHungarySwitzerlandAustriaNorwayDenmarkSloveniaSwedenthe Czech Republic

ItalyRomaniathe Slovak RepublicSpainCroatiaBulgariaMonacoFormer Yugoslav Republic of Macedonia

MUAC

MUAC provides air traffic services in the upper airspace of: Belgium, Luxembourg, the Netherlandsand northern Germany. Co-located at this EUROCONTROL site is a control unit of the German ATS(DFS), allowing close civil / military co-ordination in this airspace. MUAC handles over 900 000flights a year.

CRCO

States provide ATC facilities and services to ensure the safe, efficient and expeditious flow of air traffic throughtheir airspace. The Central Route Charges Office bills and collects charges from users of en-route air traffic services on behalf of 27 States participating in the EUROCONTROL Route Charges System. The CRCO is cur-rently expanding its services to cover billing and collection of terminal charges (four agreements at the end of 1998).

The EEC

The Mission, Vision, and Strategy of the EEC have been developed and refined in recent years.

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to carry out research & development to improve Air Traffic Manangement in Europe

express fundamental beliefs of the EEC & high level principles for the future

articulated through a set of eleven strategy statements arranged in three groups

Reinfore EEC objectivity

Business-like behaviour

Build on the excellence of our staff

Further strengthen R&D

Customers & Stakeholders

Key emphasis

Continuous improvement

P1 - Seek stakeholder needsP2 - Support Performance reviewP3 - Support Safety MonitoringP4 - Support EATMP/ATM2000+

& strengthen R&D as EEC core businessP5 - Support ATFM

P11 - Improve EEC performance

P6 - Contribute to a Europe-wide coordinationof ATM R&D

P7 - Maintain simulations as EECcore business

P8 - Support Human Factors researchP9 - Support a pragmatic approach to

ATM Systems developmentP10 - Develop partnership with industry

& other stakeholders

Strategy

Vision

Mission

The strategy is implemented through:" a set of projects and activities which make up the work programme and which are grouped into 8 business

areas;" a set of enablers which embrace support, infrastructure , stakeholder relations." continuous improvement projects and activities.All of these aspects of EEC work were refined and developed during 1998 as part of the overall business plan-ning process and this process is further described in the section Development of organisation and infrastructurebelow. Further details of the projects, activities and results are provided in the rest of this annual report.In 1998 the budget of the EEC was approximately 58 MXEU and there were 275 budgetary posts supplement-ed by some 160 contract staff and students. The EEC building is set on a site of some 90.000 square metresand has a total floor space of some 15.000 square metres which comprises office space, meeting rooms, exper-imental rooms and workshops, in addition to the real time simulation area consisting of two control rooms anda pilot room.

Also during 1998, a major organisational adaptation took place in order to better focus EEC activities on cus-tomer needs and in order to better align with EATMP. This is amplified below in the section Development ofOrganisation and Infrastructure.

In 1998 the EEC hosted several important meetings:" CNS/ATM Focus Team (April)" ETG – European Tripartite Group (October)" Simulation Partnership Group (March)" ECCG – Experimental Centre Consultation Group (November)

and the EEC participated in a number of international exhibitions/Conferences:" ATC Maastricht 1998 (February) with DSI, ESCAPE and Audio-LAN" 37th Annual IFACTA Conference in Toulouse (March/April) with AVENUE, PROVE (DSI++) on ESCAPE,

Audio-LAN" International ICAO CNS/ATM Conference in Rio de Janeiro (May) with Oceanic HIPS" Global NAVCOM Conference in Berlin (October) with FREER" ATCA 98 in Atlantic City with DSI and Audio-LAN" 2nd USA-Europe ATM R&D Seminar in Orlando, Florida (December), jointly organised by FAA and

EUROCONTROL.

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The Staff Committee which was elected in 1998 started functioning just before the new reorganisation which tookplace during 1998.Most staff had already shown their enthusiasm during the previous reorganisation in 1995. Once again, the StaffCommittee accepted this challenge, helping the reorganisation so as to obtain the best possible balance betweenstaff needs and the Business Plan.The Staff Committee has therefore actively participated in creating the new matrix, project oriented organisation,conciliating staff wishes with the needs of the Experimental Centre. We provided staff with the opportunity toexpress their choice of appointment, and insisted that staff whose choice could not be satisfied due to BusinessPlan requirements, obtained justification from the Core Management for the new appointment.

The new organisation has also allowed the Staff Committee to participate more fully in the functioning of the EEC,with representatives participating in various management meetings.

The Staff Committee has also participated in one of the continuous improvement projects, in the PeopleSatisfaction Working Group. A questionnaire was produced and distributed among EEC staff (Eurocontrol per-sonnel and contractors). Results will point out areas of personnel dissatisfaction and will enable proposals to bemade to improve the situation.

Finally, the Bretigny Staff Committee has participated in a working group (Staff Committee and Unions) to discussthe EUROCONTROL pension scheme following a consultancy report on the future of the EUROCONTROL pen-sion scheme. As a result of the work of this group, staff representatives are currently taking part in tri-partite dis-cussions (Pensions Task Force) together with Member States and Agency representatives.

Message from the Staff Committee

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The Experimental Centre Consultation Group (ECCG)

The Director General established the Experimental Centre Consultation Group (ECCG) to advise him on the Role,Strategic orientation, and performance, of the EEC. The members of this group have been drawn from EUROCONTROL Member States, from ATM service and systems providers, airspace users, airports, R&D estab-lishments, the European Commission, and the EUROCONTROL Agency. Chairman of the ECCG is Phil Hogge,IATA Director Infrastructure Europe, an airspace user representative.

During 1998 the ECCG met twice, the first meeting being held in May and the second in November.

Topics covered by the May meeting were:" EEC 1997 Stakeholder survey and results" Business Plan, strategy, and role of the Experimental Centre" Partnership with industry and the EATCHIP Supplier Relations & Policy" Performance of the EECMany of the topics provoked lively debate, and in particular surrounding the issue of the EEC as a Europeanintegration site and concerning the issue of conditions of distribution of products developed at the EEC, both keyto EEC strategy.

At the meeting in November, the following topics were covered:" Evolution of the Business Plan" ATM Forum – contributing to European Focus" Towards measuring operational and economic benefit

The last item was of particular interest for ECCG members because a presentation was given by the EEC on amethod, based on the FAP methodology, of measuring the operational benefit resulting from the implementationof real time simulation recommendations. The method had been tested on a real time simulation conducted bythe EEC for Manchester UK. The Manchester ATC Manager, Peter Heath, provided the ATS Provider view of theoperational benefits, and these largely corroborated the theoretical results.

Marketing

Marketing work in 1998 built on the results of the stakeholder survey which had been carried out in 1997.Survey results were synthesised in an eight page brochure which was sent to all stakeholders. The main messagesin the brochure reflected the concerns expressed by the stakeholders in the survey responses:" Consultation and partnership" Contributing to European focus" Strengthening applied research" Responding internally" Keeping you informed

The brochure was further distributed to all staff, and survey results were also communicated via presentationsgiven both internally to all staff and externally to the Experimental Centre Consultation Group (ECCG). Thebrochure was transformed and restructured as a set of Web pages. French and English versions were placed onthe intranet, and the English version was placed on the external EEC Web site. It has been decided to conduct astakeholder/customer survey on a two yearly basis, meaning that the second survey will be conducted during1999.

Two new activities were initiated during 1998, both supporting EEC strategy.

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Partnership, Consultation & Communication

The first activity aims to produce a Product Catalogue in support of the industrialisation strategy. The ProductCatalogue will be used to facilitate contacts with industry and will be used to identify EEC products which couldbe transferred to industry thereby releasing resources to work on core EEC business activities.

The second aims to establish a Web based forum to stimulate the ATM R&D debate within Europe and therebyfacilitate the transfer to operations of research results. Both activities are progressing well and both received thesupport of the ECCG at the November meeting.

Product Catalogue

The « EEC Products Catalogue» project, which was a direct result of wishes expressed during the 1997 stake-holder survey, was started by identifying the current software products developed by the Experimental Centre(‘the products portfolio’) together with the Industrial partners who could potentially be interested by the commer-cialisation of such products (‘the industry portfolio’).

The resulting EEC ‘market’ has been divided in three segments corresponding to different objectives or domainsof activities :

" The Industrial use segment where some of the products developed initially within the EEC could be transferredto Industry through an adequate non exclusive license agreement. In this context, a number of such agree-ments have already been signed between Eurocontrol and Industry concerning the following products(Audio-LAN, OASIS and EONS).

" The outsourcing segment where activities such as software maintenance, support to users, or training performed for some of the EEC products vis-à-vis internal and external customers could be transferred toIndustry. Those activities are currently performed by using EEC resources and outsourcing could potentially free EEC resources for R&D projects. Cost sharing between the various users of such products should be envisaged in the future.

" The partnership segment where early involvement of industry in an R&D project could be performed. In caseof potential commercialisation of a final industrial product, task sharing beween industry and the EEC couldbe negociated during the R&D phases of the project.

End of 1998, the communication phase of the ‘Products Catalog’ project has started with the aim of producingcommunication tools in support of the industrialisation process.

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The EEC vigorously pursued its strategy during 1998 despite continuing restrictions on budget growth and head-count. New activities which were initiated in 1997 in anticipation of opportunities within the revised convention,were consolidated and expanded during 1998 and now represent small but important areas of the EEC busi-ness. These business areas under development are:" Support to ATFM (CFM)" Support to safety monitoring (SAF)" Support to performance review (PRC)" Integration/validation (ISS and some projects in SDV)

Acronyms in parentheses give an indication of the relationship between EATMP domains and EEC business areas.These business areas under development represent key aspects of the revised convention and are critical to thedevelopment of a uniform European ATM system within the framework of the ATM2000+ strategy.

The volume of activities in the core business areas remained stable thanks to productivity measures which enabledsome staff to move from logistics to projects. Core business areas are:" Research and development ATM (ASM, CAS, CSD, HUM, ODP)" Research and development CNS (COM, NAV, SUR)" Simulations (SIM)" Simulator and tool development (SDV)

The chart shows the distribution of effort on projects across domains.

1998 Overview - Work Programme & Resources

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ASM 2%CAS 3%

ATM

CNS

ATFMSAF

SIM

SDVINT/VAL

COM 4% CSD 16%HUM

3%

ISS 3%

NAV 4%

ODP4%

SAF 2%

SUR 10%

SIM 16%

CFM 5%

SDV 28%

Distribution of effort across domains

The EEC work programme is divided into projects and logistics, logistics comprising technical services, manage-ment, infrastructure, administration. As in recent years, the EEC continues to seek to transfer resources from logis-tics to projects through restructuring and productivity measures. The chart shows that the positive trend has con-tinued in 1998.

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1994 1995 1996 1997 1998

Projects

Logistics

43 57% 57 46 3943,643 54 6156,4

Evolution of the percentage of expenditure on projects

Budget

The total EEC budget in 1998 expressed in payment credits was 58.2 MXEU of which 52MXEU were spent. Thechart shows the distribution across the three budget sections: assets, expenditure, and remunerations.

The trends chart showing budget spending 1994 – 1998 also expressed in payment credits clearly shows the stabilisation of the budget and the improved financial performance which is a direct result of the evolutionaryreorganisations and the measures taken to improve the financial processes. The small decrease in budget usageperformance in 1998 is largely due to unphasing of some VAT payments.For the year 1998, due to significant increase in delegation from HQ (EATCHIP, CFMU etc) a second bar (green) isshown which includes the delegated credits.

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Expenditure11

Renumerations27,3

Assets13,7

1994 1995 1996 1997 1998 1998

Spent in the year

Unspent in the year

Unspent VAT

43,5 37,9 45 48,9 57,852

10,2

10,1

4,2

2,5

2,83,7

6,3

3,0

(withdelegatedcredits)

Budget spending (in XEU millions)

Expenditure Breakdown (in XEU millions)

People

At the end of 1998 the number of budgetary posts amounted to 275, of which 267 were occupied. Other personnel, including seconded staff, contractors, interim staff and students amounted to a total of 162. TheHuman Resources Section also manages the 65 budgetary posts of the Initial Flight Plan Processing Unit (IFPU)located at the Brétigny site.

The specific actions undertaken by the Human Resources Section throughout 1998 were :

" Implementation of a new “ welcome ” formula for newcomers, irrespective of whether they are officials, undercontract, trainees, temporary staff, etc. and development of actions in order to help their integration

" Development of relations between the Human Resources Section and the “ Partners Club ” " Improvement in the processing of students’ and trainees’ applications and of the spontaneous candidatures" Due to the second reorganisation of the Experimental Centre, production of a new organisational chart and

a new organigramme" In conjunction with Headquarters, informatisation of the annual leave calculation" In cooperation with Headquarters, implementation of a decentralised procedure in some administrative tasks" Participation in the preparation of the New Travel Policy (missions)" Implementation of a new “ flexitime ” system" Management of office space, furniture and equipment in relation with the various removals due to the

renovation of the building.

Training

Training continues to be an important activity at the EEC, an enabler of individual high performance and self-fulfilment, and a driver of future business success. It is actively pursued by staff and supported by management.

Nearly one quarter of training effort in 1998 was spent on Management training, with over 100 participants.The major programmes included:" “Project Management Skills” for Project Supervisors, Managers and Participants (part of the Agency wide DHR

sponsored project management initiative)." Training in the European Foundation for Quality Management (EFQM) model and methods for Managers,

those involved in Quality Self-Assessment, and the Quality Improvement Groups established at the Centre." People Management for Project Leaders.

Human Resources training concentrated in three areas:" Communications skills for Heads of Centres of Expertise and Project Managers." Effective team working for Project Team Members." Individual competency training (e.g. report writing, presentation skills, meeting management) aimed at improving

our ability to provide high quality professional services to our customers.

A high level of training in the Air Traffic Management domain (a core element of our business) continued to be pro-vided. IANS provided a significant number of courses. One highlight in ATM training was the British AirwaysFlight Management Systems familiarisation training, enabling participants to keep abreast of state-of-the-arttechnology and to obtain direct feedback from one important stakeholder group, pilots.

Language training both in terms of languages covered (English, French, German and Italian) and participationexpanded significantly in 1998. Two-thirds of the Centre’s staff participated in the language training programme.

In line with our need to continually improve both external and internal communications and transparency, anumber of staff were trained in Web page creation and maintenance.

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Performance appraisal training (both for staff and reporting managers) was carried out in support of the newAgency Performance Appraisal System.

Overall there was an increase both in training effort and expenditure in 1998. Total effort amounted to 2,761man-days, a significant increase (15%) over 1997. This works out at approximately 9 days effort per EEC staffmember (1997 – 7.3 days).

The final training budget allocation for 1998 was 344,774 ECU, an increase of 2.8% over 1997. The trainingbudget was totally committed and spent.

The figure below show the evolution of the total training effort over the years in men-days. Figure in red repre-sent the approximate training in days per staff number.

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1994

5 7 9 7,3 9

1995 1996 1997 1998

1 142

days

1 682

days

2 368

days

2 401

days

2 761

days

Total training effort in days per year and per staff

Activities in support of air traffic flow management are planned in close cooperation with the CFMU and otherpartners. Regular coordination meetings are held with the CFMU to monitor execution of the different tasks.Activities cover studies, simulations, prototype development, and product development.

The 1998 work programme for EATMP task number CFM-B-E1, defined by CFMU and EEC representatives andapproved in 1997 by the directors of the CFMU and the EEC was developed on three axes (divided in several studies):" Operational studies" Evaluation of performance of the current CFMU operations" Impact of Airport constraints on slot management

The 1998-work programme was completed with the following main results:" Analysis of ATFM Operations of summer 1998;" Elaboration and validation of Standard Routeing Schemes for Sectors having potential capacity problems

were implemented during the summer." Estimation of capacities necessary to handle an increase of traffic of 7% without increasing total ATFM delay, " Elaboration and evaluation of de-icing procedures" Study of the dynamic behaviour of CASA Evaluation of the Pre-tactical data Quality and Pre-tactical

regulation scheme results." Analysis of the impact of the Aircraft Operators behaviours base on data from Paris Orly;" Study of the impact of taxi-time values on slot management;" Analysis of the compatibility between CASA slots and departure sequence

In addition, several ATFM simulations and analyses were conducted to answer specific requests and issues(Greece, Amsterdam, Dublin, Madrid).

Tools were developed to address the issues of pre-tactical simulations (COSAAC) and airport slots studies (ASCOT).These developments were conducted in co-operation with CENA.

The EATMP task CFM-B-E2 has been still devoted in 1998 to the CARAT Project. The CARAT (Computer Aided RouteAllocation Tools) project aims at providing CFMU with a tool allowing use of rerouting to decrease the delays ofthe most penalised flights.The phase 1 of CARAT had been completed with success (september 95-december 97). The result was a prototypererouting tool, working in the context of TACT acting in replay mode. A draft report was written (currently undercorrection), and demos had been presented to CFMU representatives and DG.The work during 1998 was mainly targeted towards delivering two successive releases of the CARAT ATFMrerouting system to CFMU/FDO (Flight Data Operations), and to improve the user interface to CARAT (using JAVAfacilities).

The following features and results have been delivered:" Circle restriction to graph search to accelerate the search;" ADEXP route field (15th field) produced after rerouting, indicating for each segment the route used;" New Display facility allowing capacity to run CARAT in stand alone mode (for instance to help generate route

catalogue);" Introduction of SID and STAR parameters allowing specific angle turn restriction for terminal procedures

(before it was the same as for en-route flights);" New CFMU environment format integrated into CARAT (may 98);

A first evaluative use of CARAT by remote connexion by CFMU/FDO was performed on the 12th of June 98, forroute catalogue generation. An iterative version of the algorithm was integrated as an option of CARAT(20/11/98).

Support to ATFM

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The Eurocontrol Experimental Centre developed the Future ATM Profile (FAP) in support of the PRU to investigateperformance indicators for European ATM, and their utilisation in creating a common ATC and airport strategyin the context of an ECAC wide, user oriented ATM plan. FAP computes macroscopic pictures of the performanceand economy of the current and future European ATM system, showing what is possible if certain data or func-tionalities are available and how to identify, qualify and quantify the benefits of ATM strategies.

The FAP methodology represents the major elements of the ATM system using a set of models and data from theCFMU, the CRCO, the EATCHIP database and 100 busy European airports.

Looking into the past, it appears that current capacity management is mainly driven by indicators describing thepast system performance (retro-active). Evolution within the last 15 years has shown that investments on capacityrise if delays increase to non-acceptable levels and diminish in the years of lower delays.

Evolution of En-route charges and delays in Europe

The key towards pro-active capacity management is a combined capacity and demand analysis of the current andfuture ATM system in Europe. This includes a thorough impact analysis of potential costs and benefits related to future ATM actions and a better understanding of the interactions between the European capacity network, thetraffic growth and the resulting delays.

It was decided to use FAP in this respect. FAP models the European system behaviour using simulation tools, tak-ing into account causes for delays (airports and ACCs) and allows evaluation of macroscopic capacity plans. Themodel simulates future traffic volumes based on STAFOR traffic forecast (ca. 2000 traffic flows) and distinguishweek-days and weekend traffic patterns.

FAP allows to translate the overall capacity increase target into specific targets for ACCs, taking into account net-work effects, airport capacity evolution and bets return on investments for the airspace users.

The following outputs were delivered in 1998:" « Capacity Plan 1998 for the European Air Navigation Services » EEC Note 3/98, Jan. 98" « Capacity Shortfalls in Europe, 1996 – 2006 », EEC Report No. 324, Feb. 1998" « Capacity Plan 1999 for the European Air Navigation Services » EEC Note 23/98, Oct. 98

In October 1998, the Capacity Plan 1999 was presented to the European ATFM Group (EAG). The EAG recom-mended the use of FAP capacity figures as a basis for the development of the global action plan for summer 1999.

Support to Performance Review

1682

0,4

0,5

0,6ECU

(ECU : 1985)

84 86 88 90 92 94 96 98

0

4

Delay(min/flight)

Average En-route chareges/km

2

Objectives

The objective of SAFI (Safety Monitoring for Indicator) is to contribute to increase the understanding of safety risk inEuropean ATM. The project aims at developing and harmonising the means for the collection and analysis ofsafety incident occurrences in ECAC (SAF.ET1.ST02 objective 1). It includes experimentation of safety monitoringand safety reporting throughout the European ATM Organisation and on a longer term will develop and exper-iment some Safety Indicators. SAFI uses both the exchange of safety incidents human reported information, andthe automatic safety monitoring with use of ATC surveillance data.

Project Plan

SAFI started end 1996 and is composed of the 2 projects ASMT and IREN.Encouraging and disseminating the concept of automatic safety monitoring in Operations throughout the ATMorganisations in Europe is the purpose of the ASMT project. It includes a cooperation with Maastricht/UAC forthe adaptation of the ATM Safety Monitoring Tool (ASMT) to MAAS needs in preparation to its operational use in1999. It includes also co-operation with other ACCs in Europe and studying the operational impact of safetymonitoring in different places for collecting recommended practices.

Contributing to a better understanding of key risk areas in European ATM Safety is the overall goal of the IRENproject. The project, in co-operation with the ATM Organisations and in support to the EATMP Safety Team, theSafety Improvement Sub Group (SISG) and the Safety Regulation Unit (SRU), includes harmonisation of incidentreporting and safety analysis, and definition of new safety indicators. It includes also supporting safety dataexchange with an eventual Incident Reporting European Network (IREN).

Results

At the end 1998, a first operational version of ASMT was delivered to Maastricht/UAC for testing and evalua-tion. The Pre-Operational exercise with ASMT should start in June 1999.

In parallel, the harmonisation of reporting has started in July 98 with the HEIDI Drafting Group (Harmonisation ofEuropean Incident Definitions Initiative for ATM) in support to the SISG and the EATMP Safety Team. Contacts havebeen established with the European Commission, ICAO for the ADREP standard for mandatory reporting, for further adaptation by the SRU.

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Support to Safety Monitoring

GNSS and the EEC

The EEC reinforced its position as an important centre of satellite navigation expertise in European aviation. Thiswas achieved through working with industry on a number of projects, co-operating with our stakeholders - theStates, airspace users and international organisations in particular - and through the sustained effort of our staff.

GNSS (Global Navigation Satellite Systems) is one of the EATMP programmes managed from the EEC, the SatelliteNavigation CoE (Centre of Expertise) providing the core of staff. The programme covers a broad range of techni-cal, managerial and co-ordination activities and relies heavily on industry for carrying out a large part of theresearch and development. The following sections give a flavour of some of the work carried out in the CoE during 1998.

SAPPHIRE (Satellite and Aircraft Database Project for System Integrity Research)

The aim of SAPPHIRE is to provide evidence of the performance of satellite navigation in commercial airlineroperations. Data recording equipment - already installed on a Lufthansa A340-300 - was installed on a BritishAirways B747-400 during the year and test data successfully decoded. Data are processed in a dedicated toolwhich was developed by industry to EUROCONTROL specifications. The first phase in the development of thetool (known as the Database Update and Access Unit - DUAU) was completed and successfully accepted early in 1998.Invaluable support was provided by the EEC’s Software Engineering Unit with the result that the DUAU is nowoperational. EEC Report 312, on the analysis of 100 intercontinental flights, was published in April. It conclud-ed that the performance of GPS on board of the A340 reached a very high reliability level. Phase II of the devel-opment of the DUAU commenced, industry once again building the system to EEC specifications. It will includeReceiver and Aircraft Autonomous Integrity Monitoring (R/AAIM) algorithms and GLONASS/EGNOS orbit sim-ulation capabilities. Prototypes and a first complete database installation were delivered for test purposes.

GNSS-1 Operational Test and Validation (GOTV)

The European Geostationary Navigation Overlay Service (EGNOS) is expected to reach Advanced OperationalCapability (AOC) by 2003. It is being developed by the European Tripartite Group of the European Community,the European Space Agency (ESA) and EUROCONTROL under an Agreement signed on 18th June 1998. Underthe terms of the ETG Agreement it is the responsibility of EUROCONTROL to carry out the operational test andvalidation of EGNOS against the civil aviation user requirements. This project will be managed from the EEC.Two contracts were let with European industry in late 1997 to develop the expertise and plan for the GNSS-1Operational Test & Validation project. The EEC closely monitored the progress of both during 1998. The first contract was a scoping study to assess what needs to be done to carry out operational validation of EGNOS andto develop a draft project plan including estimates of time-scale and cost. This was successfully completed at theend of the year. The second study, of a detailed technical nature, developed comprehensive validation proce-dures for GPS and GLONASS, satellite augmentations (such as EGNOS) and integrated airborne architectures. Itwas due to finish in the first quarter of 1999.

The GOTV work also included the subject of frequency spectrum protection. Experts from industry worked onbehalf of EUROCONTROL to clarify GNSS frequency protection requirements and completed their work duringthe year, concentrating on rebutting the proposals by mobile satellite service providers seeking to share the 1559-1610MHz band, which GPS, GLONASS and EGNOS all use. The signal structure of GPS, GLONASS andEGNSS-1 proposals from ESA were assessed for their susceptibility to interference. Other potential causes ofinterference into the GNSS band and their effect on user equipment were investigated. A conclusion was made

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CNS Research

defining the acceptable levels of interference in the GNSS band and recommended that band sharing is not pos-sible. The results of this work have been used as inputs to ITU and ICAO working groups in order to influencethe decision on frequency band sharing to be taken at the World Radio Conference in the year 2000. This workis continuing.

GNSS Safety Case

SNA staff were closely involved in co-ordinating the activities of service providers and safety regulators in thedevelopment of GNSS safety cases and the institutional framework being put in place for regional acceptancethereof. A tasking contract was concluded with industry to support EUROCONTROL, several Member States andESA in the development of the EGNOS Safety Case from the service provision perspective – the first deliverable,the EGNOS Design Safety Case, will be completed in mid-1999. From the regulatory point of view, EUROCONTROL led an aviation Safety Management Team (under the auspices of the ETG) bringing together safetyregulators to discuss high-level, regional regulatory requirements for GNSS. First contact was also made with thenew EUROCONTROL Safety Regulation Unit to ensure co-ordination of the work with the Safety RegulationCommission.

Business Case

EUROCONTROL expanded the work of five of its Member States on analysing navigation infrastructure costs intoa wider study of GNSS costs and benefits over ECAC. This covered infrastructure, avionics and operations, pooling the resources of those five States, the ETG and IATA. Comprehensive data on infrastructure facilities andcosts was gathered for the ECAC States by SNA personnel and a similar effort was carried out by the ETG onGNSS avionics for the ECAC–registered fleet. Work also started on identifying potential operational benefits,such as using GNSS to achieve approaches through availability of lower minima. A report covering all theseissues will be published in mid-1999.

Education

EUROCONTROL continued to support education and awareness through GNSS courses provided at the Institutein Luxembourg and through its management of the development of the ETG’s multi-modal GNSS education programme, for which an inaugural workshop took place in late October.

Aeronautical Telecommunication Network (ATN)

The ATN Infrastructure project (ATIF) further progressed its deployment throughout 1998. The ATN equipmentdevelopment was continued, especially focussing on the network management centre, and industrial productsfrom different consortia were supported.The flight trials with a full ATN onboard the aircraft and using multiple subnetworks (FITAMS) have been conductedsuccessfully. The world first SARPS compliant ATN router and end system flew in March 98, and Mode-S trialshave been brought to a success in Decembre 98.

The first EOLIA/PETAL simulations will be conducted in 99, and the underlying simulator development includingseveral datalink services as defined by ODIAC and EOLIA has been implemented. The Java-on-ATN study continued with astonishing results, a mobile agent concept has been worked out and prototyped.

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RNAV

The DEMETER-2000 tool, which was developed to simulate the coverage of VOR/DME and DME/DME inEuropean airspace, was used to serve the ECAC airspace planners in different states.

The conversion of the UNIX DEMETER-2000 software to Windows-NT was started. It is expected that this newtool will be ready at the middle of 1999. This tool will then be distributed to allow the national administrationsto run their own DEMETER simulations.

RVSM

The main tasks for the NAV Centre of Expertise (NAV CoE) were the supporting activities in the RVSM programme.

The NAV CoE was responsible for finding the optimum sites of the receiver stations for the Height MonitoringUnits (HMU). The HMU locations had been decided upon in 1997 and are located near the cities, Geneva, Linzand Nattenheim.

The NAV CoE chairs the HMU Installation Group. This group, which consists of representatives of the involvedNational Administrations, Industry and EUROCONTROL, is responsible for:

finding the sites for the HMU equipment in the targeted areasprocurement of the selected sitessetting up of the required infrastructure (telephone, power-lines)

Detailed site findings and technical surveys were carried out by NAV CoE staff and contractors in collaborationwith the National Administrations.

The NAV CoE is actively involved in supplying Mode-C recordings to the FAA for the North Atlantic RVSM programme. Several recordings were delivered to be matched with FAA GPS Monitoring Unit (GMU) recordings.The GMU recordings were carried out on aircraft, seeking RVSM approval for the North Atlantic, flying inEuropean airspace.

The development of the RVSM Monitoring Cell software was started. The Cell is planned at the EUROCONTROLExperimental Centre. It will handle all data from the HMUs and GMUs in the ECAC area.

Surveillance Systems

With respect to EEC's Surveillance Test bed, focus was put on the ARTAS system. Live radar data, coveringNorthern Europe down to Italy, is fed to the tracker, inter-ARTAS cooperation is carried out with other pilot systems, and the server is connected locally to our ESCAPE ATC simulator and to another industrial system.

EEC's expertise and infrastructure in the domain allowed a significant contribution to the execution of ARTAStracker, server and system evaluation plans, as well as support to National Administrations, industry and otherEurocontrol establishments.

The production of User Requirements and validation reports on tracking analysis or recording & replay facilitiesillustrates the new development phases of Surveillance Analysis Support System for ATC Center (SASS-C) whichare undertaken at the Experimental Centre.

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With the planned connection of Mode S and ADS trial systems to ARTAS, the Surveillance Test bed is well placedto federate work on the future architecture and to demonstrate Enhanced Surveillance benefits to ATC applica-tions.

ADS Studies and Trials Project (ASTP)

The ASTP is conducting an assessment of Automatic Dependent Surveillance (ADS) technologies as part of theEurocontrol ADS Programme (SUR-6). The ADS technologies assessment addresses both ADS-Contract and ADS-Broadcast for air–to-air, air-to-ground, and surface movement surveillance applications. In 1998, the ASTPcontinued the assessment of ADS-Contract over the INMARSAT Satellite Communications system and ADS-Broadcast (ADS-B) over VHF Datalink Mode 4 (VDL-4). It also started the assessment of ADS Contract over theIRIDIUM Satellite Communications System. The ADS testbed facility at Brétigny has been further enhanced withsimulation and performance logging/analysis tools. This facility was made available to third parties (Industry,other Eurocontrol projects, and Member State projects) for testing their ADS equipment or for collecting data recordings from trials.

The ADS/ Inmarsat assessment includes flight trials of ADS in oceanic and remote airspaces in collaboration withNATS, UK, using five revenue aircraft from British Airways and KLM. The ADS-B/VDL-4 assessment includesflight trials of ADS-B for airborne separation assurance (long range deconfliction) in collaboration with the SwedishCAA and the EEC FREER-3 Project using SAS revenue aircraft. ADS-B/VDL Mode 4 capacity is also beingassessed using a purpose built fast time simulator. The above activities are scheduled to complete by the middleof 1999. The ADS technology assessment will be continued in 1999 to address other ADS technologies including Mode S extended squitter, and VHF Datalink Mode 2.

Mode-S studies and experiments

To support the Initial Implementation of Mode-S Enhanced Surveillance (IIMSES) project, and integration of theMode-S sub-network into the ATN, the Mode-S team provided development and test-ing tools.

The Airbus Beluga - 1 aircraft has beenproviding Down-link AircraftParameters (DAPs) data for data collec-tion and analysis, the DERA BAC 1-11aircraft was equipped with Mode Sequipment for the FITAMS trials demon-strating the use of the satellite andMode S sub-networks in the context ofthe ATN.

Mode S ADS-B evaluation continueswith testing and assessment of receiversand antennas.

An Aircraft Data Link Processor (ADLP) was developed on PC for some member States for use in their testing ofthe Mode S sub network. So far six have been provided for various projects.

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Applied research into ATM covered a broad spectrum of activities in 1998. The FREER project, examines airborne separation assurance issues, partial delegation of separation responsibility to the cockpit, andautonomous aircraft operations. Other projects covered studies on free routes and collaborative decision mak-ing, and work continued on support to EATCHIP phase III evaluation. The EEC continued to lead the HumanTechnology Integration part of the EATMP Human Resources Management programme.

During May and June 1998, the PHARE Demonstration 3 demonstrated the feasibility of 4-dimensional trajectorynegotiation in an integrated air/ground advanced ATM environment becoming a key element in the future uniform European ATM system.

The EEC participated with various contributions to the 2nd USA-Europe ATM R&D Seminar which was hosted bythe FAA and which took place in Orlando, Florida, in December 1998. The Seminar was organised in threetracks which covered the following topics:

Track 1Activities orientated toward improvement of ATM performance in the near or mid-term (2005) time frame (newtool or procedure operational impact evaluations, human factor evaluations, decision support algorithms and informationpresentation, collaborative decision making techniques, procedure development, transition analyses, operational issueassessments)

Track 2Future operational concepts (airborne separation assurance, changing role of pilot and controller, far term data linkand FMS applications, degree of automation, dynamic sectorisation, airspace design, transition issues)

Track 3ATM performance measurement, modeling, and assessment (traditional metrics – workload, efficiency, predicabi-lity, flexibility, safety/risk assessment; performance indicators; quality of service; understanding operational issues andsolutions, business cases; model development and model assisted studies)

Two important projects started towards the end on 1998, C3T – Controller Tools and Transition Trials, and TORCH –Technical, Economical and Operational assessment of an ATM Concept Achievable from the Year 2005

Further details of the main projects are given below.

FREER

In 1998 the first successful trial flight of Freer Flight concepts and algorithms developed and simulated by theEUROCONTROL Experimental Centre in the FREER (Free Route Experimental Encounter Resolution) programme since1996, took place on September 2, involving a Metroliner aircraft of Ostfriesische Lufttransport GmbH (OLT) anda B747-200 aircraft of Lufthansa German Airlines under the supervision of DFS Deutsche Flugsicherung GmbH(German Air Navigation Services, Bremen ACC) and Maastricht UAC. The aircraft were equipped with the FREER-3prototype Airborne Separation Assurance System (ASAS) developed by the EEC and CARMENTA AB of Sweden.This system makes use of VDL Mode 4/STDMA ADS-B transponders. In addition to providing situational aware-ness based on position reports, trajectory broadcasts allow the display of intentions and onboard detection ofpotential conflicts, which are displayed in the form of conflict zones.

The initial results of the trials were demonstrated at IATA's Global NAVCOM 98 Conference in Berlin, 13 October1998. The demonstration showed, that 'freer flight', which forms an integral part of the target operational concept of the European Air Traffic Management System (EATMS), has moved beyond papers and simulations.The ATM2000+ Strategy, currently developed within EUROCONTROL and to be endorsed by ECAC TransportMinisters in 1999, foresees the limited transfer of ATC functionality, including separation assurance under

ATM Research

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certain conditions, in the timeframe 2005-2010 and extended transfer, including autonomous aircraft operations, from 2015. A cornerstone of this success is the close co-operation of the organisations involved:EUROCONTROL, the swedish Luftfartsverket (LFV) and CARMENTA, the DFS, and the airlines OLT, SAS andLufthansa.

Furthermore, 1998 saw the initial development of an Evolutionary Air ground Cooperative ATM Concept(EACAC) of the Freer Flight project which investigates the tranfer of separation responsibility in “ManagedAirspace”, as a short term application in current ATC organisations. FF-EACAC is geared to the short term (2005)while at the same time proposing long term developments. A paper outlining the concept was published in theNovember issue of the French Airline Pilot Association Magazine (Pilote de Ligne). An initial study provided a sta-tistical evaluation indicating significant opportunities for the possible transfer of responsibilities to pilots relativeto simple conflicts in the Maastricht upper aispace. In addition, new display functionalities to assist separationwere developed, which now must be evaluated by pilots.

Lastly, a real-time simulation involving controllers and pilots is scheduled, with the aim of assessing the usefulness ofthe system, by concentrating on the acceptability aspect and the benefits for ground and air parties.

CDM

During 1998 the EEC’s Collaborative Decision Making (CDM) project progressed from initial concept to a set ofresearch and development projects. One highlight was the development of a community of participants includingIATA and several member states.

The year began with the completion of the project FASTER (Future AO-ATM-Airports Synergy Towards EnhancedopeRations), a study of users information exchange requirements (EEC Report No. 332). Following the request of theConcept and System Development domain team, a team was created comprising EEC, CENA, DERA andAérospatiale to develop an inventory of potential applications of CDM, reported in EEC Note 19/98.

IATA and EEC jointly developed an Internet Portal (http://www.eurocontrol.fr/projects/cdm/cdm1) to promoteunderstanding by the user community of the benefits of the wider sharing of information which could be madepossible using modern communications technology.

Study work also enabled a demonstration of the opportunities offered by provision of flight plan information toATC (EEC Note 18/98).

ACAS

The EEC assists the co-ordination of European ACAS research and monitoring as part of the European ACASImplementation Programme. During 1998, Tom Williamson on secondment from the FAA, organised the speakersfor an ACAS conference held in Brussels.

Written analysis reports were given to pilots and controllers on individual ACAS events and statistical analysesand proposals for harmonisation of ACAS monitoring were presented at international level.InCAS, a tool for analysing individual ACAS events was delivered to several European ATC authorities.

Finally ACASA, a 1.9 MEUR research project co-sponsored by the European Commission, was co-ordinated with4 European partners to ensure that ACAS will be operated in the most effective way in the future European ATMenvironment, including RVSM.

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The Humain Domain

1998 saw the organisational integration of EEC Human Factors activities with those conducted within the HumanResources Domain of EATCHIP. Three EEC projects form the Human Technology Integration (HTI) activity. Theselook at:

" the development of the controller working position (GCWP)," the value of sociological and physiological measures in simulation," assessing the training consequences of the introduction of new ATM concepts at the design stage (IMPACT).

This HTI activity is now aligned with the Human Factors Studies activity, led from Eurocontrol HeadQuarters, to form the Human Factors sub-strategy of the Human Resources Domain under

the guidance of the newly formed Human Factors Sub-Group of theEATCHIP Human Resources Team.

A study of the Real-Time simulationprocess by a social anthropologist

was completed and is now beingedited for publication. Further stud-

ies of psychophysical measureswere carried out using a

TRACON II simulator, andselected measures wereemployed in the

Denmark/Sweden sim-ulation.

More generally,human factors hasnow become a

basic element ofour human cen-tred R&D activi-ties. It was provid-ed directly byassignment andintegration ofhuman factorspersonnel into the

design and development teams for the Denmark Sweden Interface Project (DSI), the planning team for the 8 StatesFree Routes Project and in all aspects of the PHARE PD3 experiment at EEC. EEC also led the overall design activ-ity for controller interaction in PD3. Support was also provided for EATCHIP III development and experimenta-tion and the definition of the Human Machine Interface requirements for the ROMBULPO simulations (Romania,Bulgaria, Poland for 1999). Demand for HF skills continues to increase with SAFI and C3T amongst current candi-dates.

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C3T (Controller Tools and Transition Trials)

C3T is a study project tasked to define, develop/evolve and evaluate controller roles, tasks and working methods suited to the introduction of Air Traffic Management (ATM) Decision Support Tools (DST) and data linkcommunication as planned in ATM2000+.Jean-Pierre Nicolaon proposed the project in 1998 as a pragmatic follow on from PHARE experiments.It was allocated to the EUROCONTROL Operational Requirements and Data Processing domain (ODP) and aproject Manager (Bob Graham) was identified.

The project intends to evaluate Planning and Tactical controller roles and the concept of Multi-Sector planning inboth En-route and Extended Terminal Manoeuvring Area airspace. This will be done using tools and HMI coming from EATCHIP (MTCD, MONA and SNET) PHARE (TLS) and National Administration’s (ERATO). However, theobjectives are directed at controller roles.

In 1999 the project will start concept planning, model evaluations and simulation preparation with a view to realtime simulation experiments in the period 2000 to 2002.

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For some time now both the EEC and industry have identified that there is an urgent need to validate new concepts and requirements, and that the agency had done little in this domain. R&D was not transitioning toindustry and a large gulf was developing between the ATS requirements and what industry were able to supply.This missing link was further highlighted by the report entitled “Suppliers Relations and Policy” of Jean-LucGarnier (Eurocontrol HQ).

The EEC recognised the necessity to create and develop a new business area, that of Pre-operational Validation andIntegration, and took several proactive steps to address the related issues. Its primary aim is to develop integrationexpertise and to establish enabling technical frameworks together with adapted validation methodology derivedfrom previous European Commision and Eurocontrol initiatives, all of which aim at ensuring rapid transition of R&Dinto industry. Immediate involvement of industry was sought, initially resulting in the development of products, FDPSsystem architectures and ATM components aimed at facilitating integration and system evolution.

In this context, several activities have been established in close cooperation with the ATS providers, the EuropeanCommission and Industry and include:

" AVENUE (ATM Validation ENvironment for Use towards EATMS)" PROVE (European ATC Pre-Operational Validation and Experimental trials platform)" HMI specification

AVENUE

The ATM Validation ENvironment for Use towards EATMS (AVENUE) is concerned with the development of a flex-ible platform for ATM experimentation through collaboration with a number of industrial companies and ATMorganisations exploiting state of the art technologies available today. This is a European Commission project andthe EEC is one of thirteen partners in a consortium of ATS providers, Industry and R&D establishments.

AVENUE is a very important element in the EEC strategy as it will form the foundation for much of the forth-coming validation and integration activities of the European Commission and Eurocontrol.

Of the many stated objectives, AVENUE targets two main areas:

" the provision of the first instance of a validation platform capable of supporting large scale demonstration andvalidation initiatives of the European Commission, Eurocontrol and all other actors of EATMS validation.

" provision of a system architecture and technical framework that will facilitate evolution of functionality andinteroperability, and integration with legacy and future ATM systems and components.

An important part of AVENUE is the high number of partners ensuring stakeholder ‘buy in’ from a wide rangeand number of european organisations and industries.

The first version of AVENUE is built from a number of existing ATM system components, including many from themajor ATM system suppliers and is thus representative of the current and short term capabilities of the ATM systems providers.

This project equally addresses the transition of legacy systems toward ATM2000+.

The EEC’s activities include the provision of expertise in the domain of Platform Specification and Architectureand the provision of a number of adapted components for the platform including:

Integration / Validation

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" OASIS, the system middleware" EONS, an adaptable Controller Working Position," IPAS, the environmental and traffic preparation and analysis system," ARTAS, surveillance

Fully in-line with the stated business objectives, the EEC is the unique integration site of the AVENUE project, pro-viding both expertise and resources for the integration activities of the project together with the technical infra-structure. The EEC will equally provide assistance and expertise in the provision of the demonstration exercise.

In addition to these formal contributions the EEC plays a major role and provides significant effort in the technicalco-ordination of the AVENUE project.

PROVE

The European ATC Pre-Operational Validation & Experimental Trials Platform (PROVE), has received support fromnumerous states, industry and is part financed through the EC’s TEN-T. It is a very important element in the strategy of the experimental centre, as it lays the foundation for pre-operational validation by deploying a flex-ible infra-structure where live data and conditions are experienced and may be exploited in shadow mode.

PROVE currently exploits the infra-structure developed at the experimental centre for the real time simulations.This is a fully distributed, component based platform where enormous efforts were made during development toensure that it could be used in the real world as well as simulations.

ATM industry were involved at a very early stage in the development cycle. We have shared our expertise withrespect to open system technology and in return industry have supplied re-engineered FDP components, therebyproviding the operational credibility (and confidence) needed.

Initial deployment of this infra-structure is foreseen at Kastrup (Copenhagen) and Sturup (Malmo), where a first val-idation exercise is foreseen on SYSCO, OLDI version 2.2 later this year to provide direct feedback to the SYSCOdrafting group.

HMI Specification

Several specification and prototyping activities are currently supporting requests from member states in theirquest to provide achievable system and HMI specifications for the renewal of their ATC systems. Denmark,Sweden, Italy and Switzerland have adopted similar approaches, whereby several prototyping iterations are per-formed with strong involvement of operational staff for the provision of a detailed specification and animatedprototypes. Both of these are then provided to the bidders as specifications of the future system requirements.

The activities performed in this area provide:

" a highly adaptive, generic requirement capture and validation infra-structure available to both Industry andAdministrations.

" expert assistance to Member States in defining HMI requirements." provision of clear and detailed CWP specification documents." provision of representative working position prototypes." a risk reduction to potential system delivery delay problems." a forum to involve and co-ordinate with industry.

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The activity is fully in line with the EEC’s customer-oriented behaviour and is a means to achieve rapid deploy-ment of EUROCONTROL research results, in this case specifically in the HMI domain.

Denmark Sweden Interface, referred to as DSI is an activity that has been performed by the EEC since 1997 andis due to terminate at the end of 1999. It is the result of a request by the Danish administration to EUROCONTROLto explore HMI issues for the future DATMAS system under specification for all Denmark. This request follows closeco-operation between the EUROCONTROL Experimental Centre and the Danish administration in ODID IV studies, the TE3C project where an ODID IV position was connected to the ATC system in Copenhagen, and theSweDen96 real time simulation.

The Swedish CAA (LFV), also in the process of renewing its ATC system, joined the project to harmonize the common requirements for the DATMAS & S2000 projects.

The project team is composed of representatives of the EEC, SLV and LFV. Major DSI objectives are:" To define HMI requirements for pre-operational prototypes representing En-route Planner and Tactical

positions, Arrival, Co-ordinator, Final and Departure positions and Ground Movements and Apron" To write clear and detailed specification documents for these positions." To build a stand alone interactive platform and provide representative working position prototypes for each

of these positions.

The DSI project started in February 1997 and is planned to terminate end 1999. The HMI specifications arewell appreciated by industry and the HMI is emerging as a de-facto standard, which at least one major sup-plier has adopted as their core product.

The PROVE project will be using the HMI developed by the DSI team. These specifications and prototypes areused as the root to the ITI (Italy) and Swiss HMI development projects at the current time. It is clear that a firstoperational instance in the PROVE context will provide far greater credibility in the ATS provider world than pureprototypes and that it will serve as an example and test bed for all future system specifications. It is our desire todrive HMI harmonisation through this and similar experiences.

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Overview

The demand for simulations at the EEC is not decreasing and simulation remains the key tool to support all kindsof ATM studies and experimentation. During 1998, capacity to meet this demand was increased through the creation of a Partnership of simulation providers. This Partnership will make available uncommitted capacity atMember State. The EEC manages this additional capacity in parallel with its own. Three Partnership activitieswere launched this year.

" A real time simulation at the Air Traffic Management Centre in the UK for Portugal to help specify controllerneeds associated with future data link services in the Santa Maria FIR.

" A RVSM real time simulation at the Ecole Nationale de L’Aviation Civile in Toulouse," A model based package with the DFS and Swiss Control to support RVSM implementation and act as an input

to the RVSM simulation at the EEC in 1999.

Real-Time Simulations

The EEC’s programme included:four large scale real time simulations for Member States, one large scale and a number of small study simula-tions:

The Paris TMA.The French Civil Aviation Authority (DGAC) and airline companies are confronted with the continuous trafficgrowth in the Paris area.Roissy is seen as the airport in the best position to absorb future traffic growth with new runways and new terminals scheduled.The simulation verified that a proposed new airspace organisation would absorb the 2005 traffic forecast (300movements per hour) and helped identify possible solutions concerning the interfaces between CRNA Nord, Roissyand Orly. A follow up simulation scheduled for November had to be cancelled due to unresolved disagreementbetween the DGAC and its staff.

Assistance in the definition of a new ATC system for Portugal.Lisboa 98 was a real-time simulation study of the Lisboa FIR/UIR conducted for the Portuguese Civil AviationAuthority (ANA) in cooperation with the EUROCONTROL Advisory Service. The study evaluated a prototype ofthe fully electronic GETALIS ATC system and associated manning schemes including the use of a single SupportController for two Executives. The simulation was designed to complement a previous simulation (Lisboa 97) whichhad provided a first experience of a stripless electronic environment for Portuguese controllers. Lisboa98 moreclosely represented the specified operational GETALIS system and allowed evaluation of additional features suchas Medium Term Conflict Detection (MTCD) and electronic co-ordination in an environment where sectors are ver-tically superimposed. Enroute, TMA, Approach and Military sectors were simulated. Traffic samples representingforecast 2003 levels and beyond were simulated.

Assistance in the definition of a new ATC system for Sweden and Denmark.It included human factors studies looking at the impact of training for new ATC systems. The SweDen 98Simulation took place in July, involving more than 30 controllers from Sweden and Denmark. The main objectiveof the simulation was to validate the Denmark Sweden Interface (DSI) HMI in a large simulation. Another majorobjective was to look into the learning process, when bringing experienced controllers from the existing strip-based systems into a new stripless system using object oriented HMI. During the simulation, data was also col-lected to support elements of the States’ Safety Cases that are required to manage change and mitigate associ-ated risks.

Simulations

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Despite some technical problems with system response time, the controllers accepted the DSI HMI. Only minorchanges were suggested, indicating that the HMI is becoming mature.OLDI Version 2 and System Supported Civil-military Coordination were used for the simulation, and proved tobe very effective for ATC as well as for the participating Danish air-defence cell.

The learning process study was conducted in corporation with the Laboratoire d’Anthropologie Appliquée ofUniversity Rene Descartes in Paris. Physiological data derived from electro-encephalogram recordings, sleepanalysis, questionnaires and cortisol sampling was collected. The study indicated that;" the controllers needed about 10 days of simulation to become familiar with the system, although a significant

competence was achieved within 5 days," age and gender were shown to be elements affecting learning a new system, young controllers are faster than

older and female controllers are faster than male," important diurnal variations were identified, the second half of the morning and the first half of the afternoon

being the most efficient periods for learning a new system," significant mental fatigue occurred after 3 simulation exercises of 1 hour 15

Airspace, route and sectorisation changes for the German FIRIn a simulation representing major portions of the western, southern and north-western German and surround-ing airspace, eighty-nine German controllers from Dûsselforf, Frankfurt, Karlsruhe, Stuttgart and München, eightSwiss controllers from Zurich, five Belgian controllers from Brussels and nine EUROCONTROL controllers fromMaastricht participated to examine a new ATS route structure and sectorisation to provide future increases incapacity. The simulation confirmed the validity of the planned changes and suggested improvements. The DFS(Deutsche Flugsicherung GmbH) hope to be able to implement some of the identified changes in 1999.

PHARE Demonstration N°3 (PD3)

PD3 ran in May. Due to technical difficulties PD3 was became a development exercise instead of a demonstra-tion. Despite the change of role this provided significant output in terms of understanding advanced controllerroles, including Multi-sector planning, and air/ground data link operations. This knowledge will be fed into futureATM2000+ research.

New ATC tools within the EATCHIP programme.

The EATCHIP 3A real time simulation, a continuation of the series of experiments held previous year, was set upto demonstrate and evaluate new advanced functions in ATC. The core EATCHIP simulation now includes systemsupported co-ordination and civil-military co-ordination as its baseline.

The objectives of the EATCHIP 3A experiment were:" To demonstrate safety net functions: Short Term Conflict Alert (STCA), and Airspace Penetration Warning (APW).Minimum Safe Altitude Warning (MSAW) although available, was never triggered. " To evaluate the impacts and benefits of monitoring aids to the controller: reminders: Transfer reminder and

Top-of-descent reminder; Warnings: Lateral deviation warnings, Flight level deviation warnings (when an aircraft doesn’t reach its cleared FL, or when it changes FL without clearance), and Flight level bust warnings (when anaircraft overshoots its cleared FL)

" To evaluate the impact and benefits of medium term conflict detection (MTCD) tools on air traffic control: couldsuch tools help controllers solve problems enough in advance so that the traffic would flow smoother and safety net be less shown?

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The simulation involved 11 controllers from 7different countries (Austria, The Czech republic,France, Germany, Hungary, Romania, The UK) withvarious experience and background.

First outcome of this simulation shows that thecontrollers are quite satisfied to work in a strip-less and fully electronic environment. They werealso happy with safety net functions. They quiteappreciated monitoring aids, but though thatthier impact on ATC would be small.However simulation feedback shows that, asregards advanced decision support tools:" suitable procedures and working methodsneed to be developed to prepare the controllersand adapt their roles to facilitate the introduc-tion of such tools; and " to ensure their correct functioning, interoper-ability (of all ATC system parts) need to beaddressed.

Model based activities

Eight activities covering airspace reorganisation, capacity improvements, changes in working methods and con-cept studies for:

I t a l yThe study evaluated the effects of the planned transfer of operations from Linate airport to Malpensa airport, theimpact of the implementation of ARN2/ARN3 route network and provided an indication of existing sector capa-city within the Milano TMA so as to update the information given to the CFMU.The study showed that urgent remedial procedures, whether operational or organisational, would be required ifforecast traffic levels in respect of years 2000 and 2005 are to be safely accommodated. In cooperation withItaly proposals to address this issue have been identified and will be tested in the real time simulation for MilanoTMA at the EUROCONTROL Experimental Center in January / February 1999

C z e c h R e p u b l i cThe objective of the study was the optimisation of ATM systems in the Czech Republic so that the requirements ofthe users are met and that the anticipated growth in air traffic beyond 2000 will be catered for in the appro-priate airspace structures and operating procedures.This involved the investigation of :

" Current and future airspace organisations, sectorisation and controller manning. The results clearly indicatedthat an airspace structure, retaining five sectors for the Praha ACC, could cope, with no major difficulty, withthe traffic demand planned for 2002 and beyond.

" Military activity: The results indicated that military integration is possible and desirable subject to further discussion between the civil and military authorities

" Implementation of reduced vertical separation minima (RVSM); The five sector plan also showed the best resultswith RVSM implementation with and without military activity.

" The situation within Praha APP. The results indicated that the split of Praha APP into two sectors (achieved eithergeographically or using arrival and departure sectors) was required in order to cope with peak periods traffic.

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P o r t u g a lThis study evaluated the introduction of a new portuguese ATC System (GETALIS) in the Lisboa FIR/UIR. Resultsobtained when simulating the system in use in 1997 were compared with those obtained when modelling theGETALIS system. Additional parameters and working configurations were examined to ensure that the introduc-tion of the GETALIS system would, in terms of operational efficiency, provide the optimum working configuration.

B u l g a r i aThe objectives were:" to examine the effects of a relocation of the two Bulgarian control centres, Sofia and Varna, into a combined

centre with new sector layouts and different control positions." assess sector capacities for use in the CFMUA comparison was made by using a 1997 traffic sample between the sector organisation and route-network asin use 1997 (ORG A) and a reorganised sector and route-network organisation using a traffic sample represent-ing the estimated traffic loads for 2005 (ORG B). All control sectors in Sofia UAC / ACC as well as in Varna UAC / ACC were simulated ie. seven control sectors in organisation A and seven, five or three control sectorsfor organisation B. Simulation results were presented in Sofia in January 1999.

A u s t r i a , H u n g a r y , S l o v a k i a .The objectives of the simulation was to study the sectorisation and try to sectorise without considering the nationalboundaries and optimise the sectorisation, to study the effect of projected traffic growth until 2003, and to study theeffects of ARN version 3 route network. The results will contribute to the real time simulation in January 2000.

P o l a n d – 2 s t u d i e s1. A study of the Warsaw FIR to analyse the introduction of new sectorisation in the Warsaw FIR with specificobjectives to assess:" the effect on the workload of en-route sector controllers by introducing a new TMA operating from a

Combined Control Function" the impact on controller workload by introducing superimposed sectorisation to en-route sectors." the impact of the introduction of Reduced Vertical Separation Minimum (RVSM) levels in Warsaw FIR,

interfacing with non RVSM areas to the east." the effects on controller workload by closing some Conditional Routes (CDR) and certain blocks of airways due

to military activity" sector capacitiesResults are scheduled for the end of April 1999.

2. A study of Warsaw Airport to determine:" the capacity of the existing infrastructure." the impact of alternative procedures, surface routings and new parking arrangements.A report was issued in September.

G r e e c eA study of the new Athens airport at Spata. The project in 1998 has:" examined the Arrival and Departure Procedures, at the airport and in the Athinai TMA using runway 04." examined Controller Workload levels in the Athinai TMA." examined Aircraft Ground Operations and their effects upon global efficiency." parallel Approaches to runways 04L and 04R

The project will continue in 1999 to looking at runway 22.

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Multi-sector planning

Some multi sector planning (MSP) concepts have already been simulated in Real Time simulations within thePHARE programme of demonstrations (PD3). PD3 the en-route MS Planner used tools as a Look Ahead Display(LAD), Tactical Load Smoother (TLS), Sector Load Window (SLW), Area Flow Window (AFW) and Complexity Maps.

PD3 looked at a situation where a Tactical Controller (TC) and Planning Controller (PC), whose role is local sectorplanning, man each sector,. A Multi Sector Planning Controller (MSP) operated in a multi sector area covering twoor three sectors to develop a strategic plan. This concept provided the basis for this model based study.

Experience from previous model studies in Brétigny, generally show large imbalances in workload recorded forthe TC and PC, with the TC recording much higher workloads. Some studies have examined the possibility of twosectors being manned by two TCs and only one PC. This study will be based on an existing simulation of Polishairspace and test a concept where the MSP replaces the PCs in each sector or possibly reduces the number ofPCs in these sectors by combining sectors for PCs. Results will be available in May 1999.

Future concepts in the airport domain.

On behalf on the programme for Testing Operational Scenarios for Concepts in ATM (TOSCA) and in partnershipwith the NLR, the EEC is investigating the benefits that could be realised from the application of; wake vortextracking, Advanced Surface movement guidance and control systems, reduced separation, Flight ManagementSystems, Arrival and Departure Managers, optimisation of arrival and departure routes and dedicated segre-gated airspace.

Performance Measures

Last year we mentioned that we were looking at ways in which we could measure the delivered value of our sim-ulations. Over the last year we have been asking our clients with simulations during the years 1996 and 1997to let us know which of the simulation results and recommendations had been implemented. During this periodthere have been five simulations exploring new concepts or new ATC systems, four simulations looking at air-space and sectorisation changes and two simulations specifically targeted at the implementation of the ReducedVertical Separation Minima (RVSM). The implemented benefits of simulations helping to clarify views on conceptsor defining functionality for new ATC systems will only be seen when these concepts or systems are brought intoservice.

Nevertheless, it is clear from the responses received from our clients that these simulations have played a keypart in preparing functional specification of their future systems. Supporting administrations in this manner is verymuch in line with our strategy to help reduce the time from concept to operational service. Implementation of theRVSM programme has the potential to bring one of the most significant increases in capacity in the medium term.We are participating within the programme to ensure all operational issues are clarified through simulation. Weshall continue to do this up until the implementation date.

In our efforts to make the benefits of simulation more visible we have been able to track, with the assistance ofthe Future ATM Profile (FAP) tool, the practical application of results from simulation for Manchester in the UK. Aprogramme of simulation at the EEC and the Air Traffic Management Development Centre in the UK (ATMDC) hasresulted in flow management restrictions for Manchester being lifted in April of this year. A presentation of therealisation of this benefit was given at the Experimental Centre Consultation Group in November. These benefitsquantified by Manchester included: a sector capacity increase of 53%, removal of all air traffic flow measures,significant reduction in holding delay and proof of new second runway operations.

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In cooperation with our clients we are seeking strong justifications for our simulations and pursuing an aggressivepolicy of tracking the results to show the value contributed by simulation.In addition to this, our traditional indicators of number of real-time simulations (1), total measured hours (2),client availability time (3) and client available position hours (4) are shown. Total measured hours is an accu-mulation of the measured periods in simulation i.e. excluding the training, familiarisation and testing periods. Allthis exposure is valuable and is included in the client availability time. Client available position hours is an addi-tional perspective showing the combined result of client availability time multiplied by the number of controllerworking positions in each simulation.

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94 95 96 97 98

130 191 223 296 186

95 96 97 98

418 570 632 440

3

5

7

4

1

11

4 5 6 5

94 95 96 97 98

Large

Small

95 96 97 98

10282 9162 14126 11165

Total measured hours (2)

Client availability position hours (4)

Client availability time (3)

Number of real-time simulations (1)

In a wider view the chart below shows the distribution of real time simulation usage in number of weeks, amongstEUROCONTROL Member States over the last ten years (1988-1998).

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France

UK

Portugal

Eurocontrol

Greece

Ireland

Hungary

Turkey

Sweden

Denmark

Germany

Romania

Spain

Belgium

Switzerland

62

26

15

18

10

10

14

5

8

8

15

15

9

5

5

Distribution of real-time simulation usage (weeks)

Simulator Development

In the context of the adaptation of the EATMP Work Programme, all the activities related with the developmentof simulation facilities are gathered in a new programme, Simulator Development Programme. The objective isto provide cost-effective, suitably adapted, state-of-the-art ATM simulation tools to support the study and the eval-uation of the new ATM concepts. It covers the whole experiment life-cycle, e.g. to prepare and run the experi-ments, and to analyse the results.

The responsibility to manage and run this EATMP programme has been delegated to the EEC.

Real time Simulators

In 97, two major evolutions took place in the area of the real time simulation facilities: ESCAPE (EurocontrolSimulation Capability And Platform for Experimentation) and EONS (Eurocontrol Open and geNeric graphic System) whichwere put in operation separately. In 1998, EONS was integrated with ESCAPE to form THE real time simulationplatform of the EEC. The new system combines now the ability of “plug-and-play” to ease the integration of newATM components to meet the future requirements in ATM fonctions, and a very flexible HMI to customise the plat-form as close as possible to the controller expectations of how to interact with the system.

The new integrated platform was used in the course of 98 to run the EEC real time simulations: Paris, Lisbon,PD3, Denmark/Sweden and Germany. Besides these full scale simulations, the EATCHIP III experiments also usedthe new platform.

If, at the beginning, the system suffered reliability and performance problems, with major problems for the PD3simulation, it improved during the year and ended with a clear success, the GERMAN simulation, and later onconfirmed with the MILAN simulation.

Thanks to its advanced, state-of-the-art technology, ESCAPE was chosen by external partners to build their ownfacility. NATS (UK) included the EEC platform as a central component of their R&D strategy, to replace their existing NRF (National Research Facility). Instilux asked for an ESCAPE installation in their premises. They will useESCAPE as their future training facility to familiarize the controllers with new ATM concepts.

1999 will be a year of consolidation to still improve the quality of the system, to migrate towards a packageableproduct to ease its provision and its installation to external customers. The overall objective is to reduce the development cost, the maintenance cost and the operation cost.

Fast time Simulation

In the domain of the Fast-Time simulator development, the year was marked by the work of the Fast TimeSimulator Development Group, a sub group of the Simulator Development Team, composed of national expertsand agency experts. The group issued a document called “A Strategy for the Development of Fast TimeSimulators”.

In the document, the group concluded that the current fast time tools couldn’t cope with the simulation needs forthe validation of the ATM concepts to be implemented in the context of the ATM2000+ strategy. The developmentof a new tool is required and a project must be defined and planned from 1999 to 2003. But in the meantime,the existing fast time tools have to continue to be supported.

The EEC fast time model, RAMS, continued to be developed to meet the operational requirements for new simu-lations. The major milestone was the delivery of release v2.3 in August. The new basic TMA and the CapacityAnalysis feature coming with this release were used successfully during the Milano Malpensa simulation studyperformed at the EEC.

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Development of Simulation Facilities

Since distribution of release v2.3, the major activities concentrated on the further improvement and consolida-tion of the RAMS simulator functions for the 5-States simulation (a complex exercise dealing with more than 10 000 flights, with en-route and TMA modeling), the implementation of the Multi-Sector Planning facilityrequired in the context of the TOSCA project, the study for GNSS specific functions (for GPS position exactness),and the preparation for the implementation of the Warning Area.

End 1998, about 60 RAMS licenses are distributed to more than 20 user organizations worldwide.

In June 98, the 4th RAMS Users Group meeting took place at Brussels, an important event for informationexchange and for the definition of the development strategy.

Data Preparation and Analysis

IPASThe Integrated Data Preparation and Analysis system, IPAS, fully entered in its maintenance phase. However newfunctions were added for map designing and traffic increase. In support to ESCAPE, it was used to prepare thescenarios and to analyze the results of the 98 real time simulations.The IPAS system was equally delivered to Instilux. And one of its major components, ART (Analysis and Re-displayTool), was selected as the HMI for the safety monitoring tool at Maastricht.

A new project called STORIA (Software Tool for Online Recording and Interactive Analysis) was launched in 98.Its objective is to provide a facility requested by the users for a long time: an online analysis facility.

STORIASTORIA includes two main parts: an online recorder, which sniffs the operational data during the simulation exer-cise, and an online analyzer, which from these data offers analysis functions from a working position. The facil-ity profits of the CORBA based technology used within ESCAPE, which allow to collect data from the differentATM components without impacting them. A prototype of the recorder is already available. A first version ofSTORIA is planned in end 99.

COFEEIn 1998 the development of COFEE (Checked Operational data FEEder) was completed. COFEE allows to querythe so-called CFMU archive databases with a user-friendly HMI and to transfer the data to the user. It offers pow-erful selection mechanisms together with data validation and transformation functions. Traffic data and environ-ment data will probably be the most requested data, to build scenarios for ATM experiments. COFEE was one of the first projects to be carried out with a turnkey contract and close collaboration with theindustry and the CFMU. It will become operational in March ’99.

MUDEPIEThe main change in simulation data analysis has be brought about by the introduction of the MUDPIE (Multi-UserData-Processing Interactive Environment). MUDPIE is an application written in the SAS programming languagethat provides the user with an interface from which pre-defined reports can be run. The results, in both tabularand graphical form can be displayed on the screen or incorporated into a MS WORD document. This allowsproject staff to present exercise results very quickly after the end of a simulation exercise. It will also help in theprocess of standardising the way we present simulation data.

For several projects, MUDPIE was also used to produce standard pre-analysis of simulation traffic samples during the preparation phase. Traffic preparation was enhanced by the possibility of capturing CFMU data.

As part of the 2nd reorganisation, data preparation and data analysis activities have combined into a singleCentre of Expertise, DAP (Data Analysis and Preparation).

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AUDIOLANAudioLAN has been a pioneer project in the area of voice-over-IP technology, since studies started in 1995. TheEEC has been the first player of the ATC community to understand the potential of this technology. The projectbegan in 1997 and deployment to the EEC simulation platform began in the third quarter of 1998.

The current ATC Radio/Telephone Communication Systems of the simulation environment are a direct issue of theoperational environment, which is the reason for their expensive cost (purchase and maintenance). These systemsuse telephony technology, based on hardware components. They are not open system and not inter-operable.

Recent evolution in hardware and Internet Technologies have advanced the development of voice applicationsbased on the IP layer and use of subnetworks (such as: Ethernet, Internet, ISDN, and ATM). It is now possible to evolvetowards a standard and lighter Voice Communication System solution: AudioLAN.

The AudioLAN system is more than just a new telecommunications system. AudioLAN is above all a new con-cept in the Experimental Centre. It is a new approach for the telecommunications system in a simulated environ-ment. 80 positions in the en-route simulator at the EEC were equipped.

Outside the EEC, AudioLAN has been presented at several international exhibitions (Maastricht ATC’98, IFATCA’98and ATCA’98) and is commercialised with non-exclusive license agreement by CS (Communication & System),NEOSYS, SEEE, STERIA and FREQUENTIS.

AudioLAN has been deployed for 15 positions in the tower simulator at Aeroport de Paris – Roissy,50 positions in the training simulator at the Luxembourg Eurocontrol Institute, 15 positions in the tower & en-routesimulator of the Turkish administration and 20 positions for a French military operational ATC center.

It is planned to equip 20 positions for a training simulator of the Romanian administration and 200 positions forENAC (Ecole Nationale de l’Aviation Civile).

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Adaptation of the EEC organisation in 1998

The EEC underwent a major reorganisation during 1995 after the arrival of the new Director. The traditional divi-sional hierarchy was replaced by a flatter matrix organisation. The main idea was to produce a more dynamicand flexible organisation which could easily adapt to meet the new opportunities contained in the revised con-vention then being elaborated.

Since then the EEC organisation underwent minor adaptations to take account of internal and external changes.

During 1998, a major organisational adaptation took place. The objectives were:

" To deliver better customer satisfaction (including wider consultation)" To place more emphasis on projects" Alignment with EATCHIP/EATMP adaptation" Reinforcement of Work Programme Management" Stronger Core Management

The resulting organisation is made up of a smaller number of technical Centres of Expertise and a clear set ofprogrammes and services which serve to streamline the organisation to the needs of customers and strategy. Thenew organisation is in the process of being approved by the Director General.

Business Planning

Business Planning is becoming one of the key EEC business processes. It acts as the catalyst and the glue to inte-grate work programme, budget planning and people planning within the framework of EEC strategy. TheBusiness Plan is the vehicle for, and end deliverable of, the process. The EEC Business Plan underwent intenseevolution during 1998, and evolved from v0.1 in February to v0.6 in November supported by wide consulta-tion. Principal developments were the following. An opportunity and issue analysis was conducted whichenabled EEC strategy to be refined. A new view on human resource management was taken based on a com-plete staff skill review. Skill reorientation was based on the needs of EEC strategy. Likewise a top down budgetorientation strategy was developed also based on the requirements of EEC strategy. The periodic project reviewprocess was more closely coupled to the business planning process enabling principal project deliverables to beidentified and included in the Business Plan as key EEC deliverables.

It is important to realise that the business planning process is as important as the business plan itself since theprocess builds consensus, understanding, and alignment through discussion and wide stakeholder consultation.

During the course of 1998, successive versions of the Business Plan gained the support of the Experimental CentreConsultation Group (ECCG), the Executive Board (EB), and the General meeting of Directors (GMD). The BusinessPlan has now become an essential tool for strategic decision making.

Continuous Improvement

In April 98, the Experimental Centre conducted its first, of what will be annual self assessments, against theEuropean Foundation for Quality Management’s (EFQM) model for Business Excellence. 120 people (both staff andcontractors) responded to an intranet questionnaire addressing all aspects of management and operation of theCentre. One of the main purposes of self assessment is to provide a consensus view, based on the EFQM modelframework, of where improvement efforts within the organisation may be best focused.

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Development of Organisation & Infrastructure

Based on the results of the intranet survey and following a consensus meeting where the results were discussedand analysed, it was agreed to start improvement projects addressing four areas of the model. A nine monthtimescale was set for each group to achieve results, so that these could be taken into account at the next selfassessment. The four improvement projects are summarised here:

ProcessesIt was decided that this improvement group should try to clarify the processes associated with ProjectManagement within the EEC. A series of workshops were organised, resulting in key processes being clarifiedand in some cases redefined. A Guide to Project Management at EEC was produced and published both as abooklet and on the intranet. An action plan for change was agreed with the core management.

Customer SatisfactionVisible improvements were made to the «reception» service for visitors and the handling of telephone enquiries.The role of the receptionist and the security officer were defined in the contracts of the «service provider» com-pany. Signaletics have also been installed in the Entrance Hall, which provide visitors with up to date informa-tion on meetings and events at the EEC. In a separate initiative, a «contact» database has been developed whichmakes available via the intranet, information about stakeholders and other contacts of the EEC. In this way weshall develop a better collective knowledge of our customers.

People SatisfactionA people (staff) satisfaction survey was conducted covering many different subjects about people’s working envi-ronment at the EEC. The results of this survey are being used to develop further improvement initiatives, particu-larly in the human resource management domain. It has been decided to conduct an annual staff satisfaction sur-vey so that hopefully positive trends can be observed.

Business ResultsA tool was needed to help the management of the Centre achieve maximum (positive) impact of EEC products andservices on the development of ATM in Europe. The group developed such a tool (in Excel) which uses a com-prehensive database of the current costs of ATM in Europe, broken down into many different categories.Individual projects at the EEC are then assessed for their impact, in terms of their contribution, weight andimprovement and the results are then plotted on a simple «Business Results Navigator». The principles will alsobe incorporated into the Business Plan.

Building renovation

During its 186th session in 1997, the Committee of Management approved the continuation of the project to ren-ovate the Experimental Centre and to bring it into conformity with building regulations. At the beginning of 1998,the detailed pre-project study was completed.

In the mean time, work on the new computer centre, started at the end of 1997, was finished and accepted onthe planned date of 13 March 1998. Progressive removal of all technical equipment from the old computer cen-tre to the new one started in April and continued until August.

After approval of the pre-project study, and in close cooperation with the follow-up group representing the users,the contractors team started the preparation of the documents for the tenders. The calls for tender were issued inMay, and after negociation, the contracts were prepared at the beginning of August.

During this period, intensive removals took place in the Centre to free the central zone affected by the first phaseof the work.

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Work started on 21 September 1998 by removal of all technical installations and the stripping down of the building structure of the central zone, but nevertheless preserving the operational functioning of the Centre. Teamsof specialists in removal of asbestos started work in the basement and, under special confinement protection, tookaway the floor tiles and glue containing asbestos. At the end of the year the spectacular demolition of the com-plete structure of the central part of the building took place.

Renewal of the central zone is planned to be finished at the end of July 1999. The end of the building work isplanned for the middle of year 2000.

Evolution of General Computing Facilities

Technical Services responsibilities are now limited to General Computer Facilities but support remains its mainservices 1998 is the year when the EEC renovation project has started. As a preliminary step we had to move our com-puter centre. Moving about 100 servers and main elements of the local network without interrupting significantlythe services was in itself a challenge and in parallel we had to conduct four major projects:l Due to cost-benefit considerations it was decided not to move nor replace the mainframe and so a controlled

decommissioning had t be organised.2 As a first consequence a new backup system based on Legato and Storagetek has been put in operation.3 As a second consequence a new secure disk system based on hardware of the MTI Compagny has been put

in operation.4 The thourth project is probably the more sensitive one since due to the renovation project the Local Area

Network had to be reviewed . A full replacement of the corresponding equipment has been planned, the heartof this network originally based on a token ring solution has already been replaced by an AsynchronousTransfer Mode backbone.

There were several other projects in 1998 including: Novell upgrade, Windows NT and Netscape client deployment.

Software Engineering

1998 has been a year of major breakthroughs for the small Software Engineering Unit (SEU). This Centre ofExpertise has now become a strategic partner for almost any important EEC managed software project. Its mainobjectives continue to be the improvement of productivity in software development and the provision of effectiveassistance in ensuring satisfaction of quality requirements.Domains where the use of software engineering tools and techniques has been further generalised include con-figuration management (Continuus Change Management Suite) and change management (Remedy's Action RequestSystem®).Several smaller projects (CHIPS, ASMT) have been very successful in using state of the art object orientated methods and tools such as use cases, UML and the ROSE tool. Based on these positive results more critical and bigger projects such as AVENUE have decided to use this methodology supported by the experts of the SEU. Theproposed methodology allows for traceability across the software development life cycle: specification, design,coding and various testing phases. Furthermore it greatly improves the maintainability of the software, which isa major cost factor of many EEC systems.A new activity has been started aiming at providing support in the domain of software test methodology not suf-ficiently covered until now.

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The Experimental Centre communicates its research activities, product documentation, simulator development andsimulation results through two forms of publication: reports and notes. A report conforms to strict quality criteriaregarding both scientific content and presentation. A note is an informal document.

All EEC publications, including this Annual Report, are available on our website: www.eurocontrol.fr.

The reports and notes in the list below are grouped by domain of activity. A report has a unique identifer in theformat ‘nnn’ and a note has a unique identifier in the format «nn/98».

Real-Time Simulations

325 HUNGARY 97 Military Real-Time Simulation (P. CSARNÓY) . . . . . . . . . . . . . . . . . . February 1998

327 BREST Real-Time Simulation (RTO, ORA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 1998

328 SPAIN 97 Real-Time Simulation (R. LANE, A. HARVEY) . . . . . . . . . . . . . . . . . . . . . . . . March 1998

329 Simulation en Temps Réel ‘ZOE_98’ (Y. KERMARQUER). . . . . . . . . . . . . . . . . . . . . . . . . May 1998

331 Simulation Temps Réel PARIS (J.P. ZABKA, R. DERANSY) . . . . . . . . . . . . . . . . . . . . . . . August 1998

333 LISBOA 98 Real-Time Simulation (A. BARFF) . . . . . . . . . . . . . . . . . . . . . . . . . . . September 1998

Model Simulations

1/98 Airspace Model Simulation of German Airspace - Phase 3 . . . . . . . . . . . . . . . . . . January 1998(F. VERGNE, J. TEWES)

2/98 RAMS Simulation of Marseille UIR (P. HUMPHREYS) . . . . . . . . . . . . . . . . . . . . . . . . . January 1998

4/98 Sector Capacity Assessment for DUBLIN ACC (F. DOWLING). . . . . . . . . . . . . . . . . . February 1998

15/98 Airspace Model Simulation of the Introduction of the GETALIS System withinthe LISBOA FIR/UIR (D.HOULIHAN, S. Mc MORROW). . . . . . . . . . . . . . . . . . . . . . . . . . . June 1998

22/98 SIMMOD Analysis of Aircraft Ground Operations at WARSAWA Okeçie Airfield(S. Mc MORROW F. DROGOUL). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . September 1998

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EEC Publications in 1998

9493 95 96 97 98

31

41

4846 47

39

Number of EEC Publications

24/98 RAMS Simulation of MILANO TMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . December 1998(D. HOULIHAN S. Mc MORROW)

29/98 RAMS Simulation of Romanian Airspace – Final Results (P. HUMPHREYS) . . . . . . . . December 1998

CNS Research

330 SAPPHIRE - First Results -. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . June 1998(N. BONDARENCO, A. LIPP, B. TIEMEYER / A. WATT)

11/98 Mode-S Specific Services and Data Link Test Bench . . . . . . . . . . . . . . . . . . . . . . . . . . April 1998 (P. HUNT, P. BRUN)

12/98 Cost Benefit Study: JAVA on the Aeronautical (S. MEINER) . . . . . . . . . . . . . . . . . . . . . April 1998-Telecommunication Network (ATN)

20/98 Mode-S Specific Services Installation on A300/600ST Beluga Aircraft. . . . . . . . . September 1998(P. HUNT)

21/98 Mode-S Transponders Test Benches User Requirements . . . . . . . . . . . . . . . . . . . September 1998

28/98 ISA Project (IPv6 – Satellite – ATMode for ATN) – Air Traffic Requirements . . . . . . November 1998(L. CROUZARD, G. GAWINOWSKI, C. MUSSON)

ATM Research

326 DIFODAM (Distributed and Fault Tolerant Flight Data Management) . . . . . . . . . . . . February 1998(JP. FLORENT F. BARABAS A. PODDANY)

332 FASTER (Future ATFM-AO-Airport Synergies Towards Enhanced opeRations). . . . . . . . August 1998(P. MARTIN, A. HUDGELL, S. VIAL, N. BOUGE)

14/98 SOFT (Study of Operational Flight Plans and Trajectories) . . . . . . . . . . . . . . . . . . . . . . June 1998Requirements for Advanced Flight Plan Information (R. SCHUPPENHAUER)

16/98 Objective Evaluation of the learning Process of Controllers adapting to a new HMI . . . June 1998for ATC (P. CABON/B. FARBOS, S.BOURGEOIS/B.COINTOT, R. MOLLARD/LAA,)

17/98 SOFT (Study of Operational Flight-Plans and Trajectories) Experimental Summary . . . . . . July 1998(W. GÖTTLINGER)

18/98 Study of the Acquisition of Data from Aircraft Operators to . . . . . . . . . . . . . . . . September 1998Aid Trajectory Prediction Calculation (G. MYKONIATIS P. MARTIN)

19/98 Potential Applications of Collaborative Planning and Decision making - Final Report September 1998(P. MARTIN / A. HUDGELL, S. VIAL / N. BOUGE, N. DUBOIS / H. de JONGE)

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44

Real-Time Simulator Development

6/98 User Manual for the Base of Aircraft Data (BADA) . . . . . . . . . . . . . . . . . . . . . . . . . March 1998Revision 3.0 (A. BOS)

7/98 Revision Summary Document for the Base of Aircraft Data (BADA). . . . . . . . . . . . . . March 1998Revision 3.0 (A. BOS)

8/98 Coverage of European Air Traffic for the Base of Aircraft Data (BADA) . . . . . . . . . . . March 1998Revision 3.0 (A. BOS)

9/98 Comparative Experiments with Speech Recognizers for ATC Simulations . . . . . . . . . . March 1998(H. HERING)

10/98 Aircraft Performance Summary Tables for the Base of Aircraft Data (BADA) . . . . . . . March 1998Revision 3.0 (A. BOS)

13/98 Design and User Manual for BADA Excel Spreadsheets . . . . . . . . . . . . . . . . . . . . . . . May 1998Issue 2.0 (A. BOS)

25/98 User Manual for the Base of Aircraft Data (BADA) . . . . . . . . . . . . . . . . . . . . . . November 1998Revision 3.1 (P. BAULLERET)

26/98 Revision Summary Document for the Base of Aircraft Data (BADA) . . . . . . . . . . . November 1998Revision 3.1 ( BAULLERET)

27/98 Aircraft Performance Summary Tables for the Base of Aircraft Data (BADA) . . . . November 1998Revision 3.1 (P. BAULLERET)

Support to Performance Review

324 Future ATM Profile Capacity Shortfalls in Europe (1996 - 2006) . . . . . . . . . . . . . . February 1998(M. DALICHAMPT, G. FLYNN/R. HICKLING, S. MAHLICH, A. TIBICHTE)

3/98 Capacity Plan 1998 for the European Air Navigation Services. . . . . . . . . . . . . . . . January 1998 (M. DALICHAMPT, S. MAHLICH)

23/98 Capacity Plan 1999 for the European Air Navigation Services . . . . . . . . . . . . . . . October 1998(M. DALICHAMPT, J-C. HUSTACHE, S. MAHLICH)

Support to ATFM

5/98 ATFM Simulation - Remaining Overdeliveries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . March 1998(E. GANVERT J. GREILLING A. VIDAL)

45

ACAS Airborne Collision Avoidance System

ACASA. . . ACAS Analysis

ADEXP . . . ATS Data EXchange Presentation

ADLP . . . . Aircraft Data Link Processor

ADREP . . . Accident Data REPorting

AFW . . . . Area Flow Window

APW . . . . Airspace Penetraion Warning

ARN . . . . . Air Route Network

ARTAS . . . ATC Radar Tracker and Server

ASCOT . . . Airport Slot Compliance Tool

ASMT . . . . ATM Safety Monitoring Tool

ASTP . . . . ADS Studies and Trials Project

ATC . . . . . Air Traffic Control

ATIF . . . . . ATN InFrasttucture project

ATFM . . . . Air Traffic Flow Management

ATMDC . . . Air Traffic Mangement Development Centre

ATM . . . . . Air Traffic Mangement

AVENUE . ATM Validation ENvironment for Use

. . . . . . . . towards EATMS

C3C . . . . . Controller Toos and Transition Trials

CARAT . . . Computer Aided Route Allocation

CASA . . . . Computer Aided Slot Allocation

CDM. . . . . Collaborative Decision Making

CDR . . . . . ConDitional Route

CENA . . . . Centre d’Etudes de la Navigation Aérienne

CFMU. . . . Central Flow Management Unit

CHIPS. . . . CINCAT HIPS

CINCAT . Capacity INcrease through Computer

. . . . . . . . Assistance Tools

CoE . . . . . Centre of Expertise

COFEE . . . Checked Operational dataFEEder

COSAAC. Common Simulator to Assess ATFM

. . . . . . . . Concepts

CRCO . . . . Central Route Charge Office

DAP . . . . . Down-link Aircraft Parameter

DERA . . . . DEfence Redearch Agency

DFS . . . . . Deutsche Flugsicherung (German ATS)

DSI . . . . . . Denmark Sweden Interface

DUAU . . . Database Update and Access Unit

EACAC . Evolutionary AIR ground Cooperative

. . . . . . . . ATM Concept

EATCHIP . . European ATC Harmonisation & Integration

. . . . . . . . . Programmme

EATMP . . . European Air Traffic Management Programme

EEC . . . . . EUROCONTROL Experimental Centre

Glossary

ECAC . . . . European Civil Aviation Conferance

ECCG . . . . Experimental Centre Consultation Group

EFQM . . . . European Foundatoin for Quality Management

EGNOS . European Geostationary Navigation

. . . . . . . . Overlay Service

EOLIA . . . . European pre-Operational dataLInkApplications

EONS . . . Eurocontrol Open and geNeric graphic

. . . . . . . . System

ERATO . . . En Route Air Traffic Organiser

ESA . . . . . European Space Agency

ESCAPE . . EUROCONTROL Simulation Capacity

ETG . . . . . European Tripartie Groupe

FAA . . . . . Federal Aviation Administration

FAP . . . . . Future ATM Profile

FASTER . . Future AO-ATM-Airports Synergy Towards

. . . . . . . . . Enhanced opeRations

FDO . . . . . Flight Data Operator

FDPS . . . . Flight Data Processing System

FITAMS. . . Flight Trials of ATM/Mode-S Subnetwork

FREER . . . . Free Route Experimental Encounter

. . . . . . . . Resolution

GCWP . . . Generic Controller Working Position

GETALIS . Sistema de Gestao de Tràfego Aéreo

. . . . . . . . deniciou-se em Setmebro

GLONASS Global Navigation Satellite System (Russia)

GMU . . . . GPS Monitoring Unit

GOTV. . . . GNSS Operational Test and Validation

GPS . . . . . Global Positioning System

GNSS . . . . Global Navigation Satellite Systems

HEIDI . . Harmonisation of European Incident

. . . . . . . . Definitions Initiative for ATM

HIPS . . . . . Highly Interactive Problem Solver

HMI . . . . . Human Machine Interface

HMU . . . . Height Minitoring Units

HTI . . . . . . Human Technology INtegration

IANS . . . . Institue of Air Navigation Services

IATA . . . . . International Air Transport Association

ICAO . . . . International Civil Aviation Organisaton

IFATCA . . . International Federation fo Air Traffic

. . . . . . . . Control Associations

IIMSES . . . Initial Implementation of Mode S Enhanced

. . . . . . . . . Surveillance

InCAS . . . . Interactive Collision Avoidance Simulator

. . . . . . . . Technology INtegration

IFPU-2 . . . . . Initial Inergrated Flight plan Processing Unit-2

RVSM. . . . Reduced Vertical Separation Minima

SAFI . . . . . Safety Monitoring for Indicators

SAPPHIRE Satellite & Aircraft Database Project for

. . . . . . . . System Integrity Research

SARP . . . . Standard and Recommanded Practices

SASS-C . . . Surveillance Analysis Support System for

. . . . . . . . ATC Centre

SEU . . . . . Sofware Engeneerng Unit

SID/SRTAR Standard Instrulebt Departure/STandard

. . . . . . . . Arrival Route

SISG. . . . . Safety Improvement Sub Group

SLW . . . . . Sector Load Window

SNET . . . . Safety NET

SRU . . . . . Safety Review Unit

STAFOR . . STAtistical FORecast

STCA . . . . Short Term Conflict Alert

STDMA . . . Self organising Time Devision Multiple Access

STORIA. . Software Tool for Online Recording and

. . . . . . . . . Interactive Analysis

SYSCO . . . SYStem Co-Ordination

TACT . . . . CFMU Tactical System

TEN . . . . . Trans European Network

TLS . . . . . . Tactical Load Smoother

TMA . . . . . Terminal Manœuvre Aera

TORCH . . Technical, Economical and Operational

. . . . . . . . Assessment of an ATM Concept from the

. . . . . . . . Year 2005

TOSCA2 Testing Operational Scenarios for

. . . . . . . . Concepts in ATM

TRACON . Traffic Controller (Approach)

46

INMARSAT INternational MARitime organisation/

. . . . . . . . SATellite

IPAS . . . . . Integrated Preparation and Analysis System

IREN. . . . . Incident Reporting European Network

ISDN . . . . Integrated Services Digital Network

ITU . . . . . . International Telecommunication Union

LAD . . . . . Look Ahead Display

LAN . . . . . Local Area Network

MONA . . . MONitoring Aids

MUAC . . . Maastricht Upper Area Control

MSAW . . . Minimum Safe Altitude Warning

MSP . . . . . Multi Sector Planing

MTCD . . . . Medium Term Conflict Detection

MUDPIE . . Multiple User Data Processing Interactive

. . . . . . . . Environment

OASIS . . . Open Architecture for Simulation Systems

ODIAC . . Operational Development of Integrated

. . . . . . . . Air/ground data

OLDI. . . . . OnLine Data Interface

PD/3 . . . . The third PHARE demonstration

PETAL . . Preliminary EUROCONTROL Test of

. . . . . . . . Air/ground dataLink

PHARE . Programme for Harmonised ATM

. . . . . . . . Research in EUROCONTROL

PROVE . . European ATC PRe-Operational Validation

. . . . . . . . . and Experimental trials platform

RAMS. . . . Reorganised ATC Mathematical Simulator

R&D . . . . . Research and Developement

ROSE . . Rational Object orientated Software

. . . . . . . . Engeneering

CONTACT INFORMATION

HOW TO TRAVEL TO THE EXPERIMENTAL CENTRE :

The EUROCONTROL Experimental Centre is conveniently situated 36 kilometres south of Paris just off the A6 «Autoroute du Sud»,

close to the Brétigny-sur-Orge railway station, which gives rapid access to the heart of Paris on the RER-C line, and has easy connections

to the two main Paris airpor ts Charles-de-Gaulle and Orly.

HOW TO CONTACT THE EXPERIMENTAL CENTRE :

Centre Expérimental EUROCONTROL BP 15

91222 Brétigny sur Orge CedexFrance

Tel : +33 (0)1 69 88 75 00Fax : +33 (0)1 60 85 15 04

Email : renke.zoellner@eurocontrol.frWeb : http://www.eurocontrol.fr

This report has been produced by the EUROCONTROL Experimental CentreEditor - Desktop Publisher - Printshop : Centre of Expertise MIM

ANNUAL REPORT 1998EUROCONTROL EXPERIMENTAL CENTRE