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Aviation History
1990
1990 - 0098.PDF
Workstations for large-scale ATC simulations at Eu; common ATC concept will come to the Eurocontrol experimental centre at Bretigny, which has 170 staff. This comprises three main divisions: engineering, studies and new technology; operational simulations; and computer software for systems work. Eurocontrol's past emphasis on executive ATC tasks was diminished by a 1986 amend ment to the Eurocontrol convention, which gave greater prominence to medium- and long-term research roles. By 1988, shorter- term team work took on renewed importance and the demand for staff increased. With new senior positions being added at just five or six a year, secondment of staff from member states has become important if more tasks are to be accommodated. Increasing loads and shortage of controllers in national centres have made this more difficult, however. The programme involves simulation to evaluate new equipment for existing centres and to study possible new equipment for future ones. REAL-TIME SIMULATION Real-time simulations figure largely in the first case, carried out by experienced and practising controllers at the Bretigny centre, using similar methods as the UK ATC evalua tion unit at Hum (Flight, 12 August, 1989). Simulations have had to meet an even more demanding schedule in representing various national sites and layouts. Displays, sectorisation techniques and procedures still differ greatly, which demands major tear- down and rebuild tasks, as well as the acceptance of reduced fidelity in control- room hardware. New consoles are being installed in March 1990. Positions for the 20 "pilots" (all female) who drive the target aircraft will be upgraded, with radar-type displays as well as aircraft- data listings on the screens. This will be better for judging distance/height relation- 40 ships and for working aircraft on to initial approach. Ergonomic aspects are important when managing up to 12 aircraft, so touch-screens will replace keys, and displays will be moved closer to the operators. Fast-time simulation precedes each real time simulation. A mathematical model of the region, first used operationally in 1971, has steadily been updated, developed and refined with help from serving controllers. The airspace of more than 20 European control centres has been examined. The model can test proposed airspace and organisational changes against existing traffic models or future traffic levels, and new types of aircraft against existing locations. Simula tions are often preceded by a reference exercise in existing conditions. The model has been "tailored" to the methods and organisation of individual cen tres by adjusting the settings of some 120 parameters, under the guidance of controllers from the centres concerned. The model includes conflict detection and resolution and full recording of all vital parameters. Each trial is assessed in terms of numbers of aircraft crossing sectors and route points, penalties imposed on aircraft height and route, and controller workload distribution. The programmes for real-time and fast- time trials, and of parallel applied research, have to be co-ordinated with those of member states and the priorities set by the region. Only five or six simulations of each type can be run each year. Work has been affected by growth of Eurocontrol from the original six states to the present 11. Applications to join have been accepted from Cyprus (1988) and from Italy. The latter's air traffic is pivotal in eastern Mediterranean flows. The Swiss are discuss ing involvement as a neutral state. Some economically smaller states have large problems. Portugal, which has major responsibilities in the south Atlantic as well as for continental flows, is making heavy use of the Bretigny centre; it has three simula tions and three reserved positions in the next five years. Smaller simulations are given priority where equipment changes might lead to the common operational performance specifica tions sought. Eurocontrol's operational dis play and input development (ODID) pro gramme, for example, is studying the inter-relationship of radar monitors and flight data displays. It includes Swissair, and Austria and Denmark take an active interest. ODID hardware consists of four control suites, on which two pairs of planning and executive controllers can carry out the typical tasks of traffic integration between them. Three trials are being run: a monochrome radar monitor with colour data display (UK supported); both displays in colour (support ed by West Germany): and a single screen combining the two colour displays (support ed by France). Colour displays have been studied since 1976. The format for third trial will use a 2,048 x 2,048-pixel 50cm-square Sony Triniton screen, driven by Thomson-CSF/Raytheon equipment, which gives good definition to the edge of the display. Trials will be made of "mouse"-operated selections, of side-strips of data lists and of windows for graphics. ARTIFICAL INTELLIGENCE The air traffic management, strategic and tactical advisor (ASTA) also uses a composite colour display. It is used to present a "con troller associate" tool, for which knowledge- based automatic reasoning is being developed. This is directed initially at flight-level management at sector boundaries. A real time simulation uses a 20-30min-wide sector, across which entry routines, crossing and climbing traffic, and handover procedures are examined. Traffic directions, geometry of potential conflicts and distances to boundary or desti nation are assessed by ASTA, which has access to data on the performance of each aircraft type. Advice is presented to the controller about 5min before a flight's bound ary entry—as a selection of conflict-free routes or altitude clearances—in response to the preferred level filed by any pilot. Hori zontal solutions involve speed control, re routing and offset route or radar vectoring. Vertical limitations may be in aircraft rate of climb, altitude stop-offs or delays before altitude change. The choices shown are supported by a weighting algorithm: it sets a "price", in wide operational terms, for each alternative dis played. The controller's judgement is the final determinant, however; ASTA is merely a strategic and tactical advisor. Should such a system come into use, the FLIGHT INTERNATIONAL 17-23January 1990
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