![]() ![]() In accordance with ICAO SARPs, a controller is expected to continue to issue clearances and instructions to separate aircraft until the pilot reports an RA.While displaying ACAS RAs to the controller would generally enhance their situational awareness, there also are a few issues causing concern: In 2015 EUROCONTROL and DFS legal service jointly published a paper on RA downlink legal responsibility aspects. The RA downlink research undertaken by SESAR P04.08.01 has been inconclusive, as real-time simulation have not been conducted. The level of detail of RA information displayed to controllers varies between places. There were no ICAO provisions regarding RA downlink and concepts of operations varied between places where RA downlink had been implemented. Conversely, the UK CAA specifically requested that UK’s ANSP do not use RA downlink supplied in their ATM systems. ![]() Since the late 2000s, downlink was available in some commercial systems and a number of ANSPs had decided to implement it. That has been done in the scope of EUROCONTROL Pass Project (completed in 2009) and further investigated by SESAR. Since the completion of FARADS, EUROCONTROL and other organisations have undertaken monitoring work to provide that data and examine the interactions between ground based and airborne safety nets ( STCA vs. However, these benefits could not be quantified due to insufficient data. The FARADS Study, completed in 2007, concluded that RA downlink is technically feasible and may deliver safety benefits. In contrast, no negative effects of RA downlink on the controller’s performance were found (e.g. The simulations provided evidence that RA downlink can increase controllers’ situation awareness and limit the likelihood of controller’s issuing a clearance to the aircraft responding to the RA. In 20, a number of RA downlink real-time simulations were conducted (RADE-2 simulations). Studies on the feasibility and operational benefits of RA downlink have been conducted in the USA, in France, and in Japan. The FARADS project was not the first initiative investigating the possibility of displaying RA information at the Controller Working Position (CWP). The aim of this project was to investigate the technical feasibility and the operational benefits of providing the RA information to the controller in a comprehensive way.
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