EUROCAE ED SAFETY AND PERFORMANCE REQUIREMENTS STANDARD FOR AIR TRAFFIC DATA LINK SERVICES IN CONTINENTAL AIRSPACE. f) performance requirements specified in Section of the EUROCAE. Document ED incl. change 1 & 2. ATC Communications Management service. EUROCAE ED Safety and Performance Requirements Standard For Initial Air Traffic Data Link Services In Continental Airspace (SPR IC).

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The members include airframe manufacturers, avionics suppliers, communication service providers, and air navigation service providers.

This allows the flight crew to select from a menu of standard ATC communications, send the message, and receive a response. This was based on the early ICAO technical work for automatic dependent surveillance ADS and controller—pilot data link communications CPDLCand implemented as a software package on the flight management computer of the Boeing The Future Air Navigation System FANS is an avionics system which provides direct data link communication between the pilot and the air traffic controller.

Separation standards are what determine the number of airplanes which can occupy a certain volume of airspace. HF radio communication involves contacting an HF operator who then transcribes the message and sends it to the eurkcae ATC service provider. This allowed other application improvements. These contracts are set up between ATC and the aircraft’s systems, so that the flight crew has no workload associated with set-up.

The ed-1220 standard is determined by the accuracy of the reported positions, frequency of position reports, and timeliness of communication with respect to intervention. The purpose of this team is to monitor the performance of the end-to-end system, identify problems, assign problems and assure they are solved. These trials demonstrated the potential benefits to the airlines and airspace managers. The deployment of FANS-1 was originally justified by improving route choice and thereby reducing fuel burn.


Procedural control is used in areas oceanic or land which do not have radar.


The INS systems have error introduced by drifting after initial alignment. The controller “sees” the airplanes in the control area and uses VHF voice to provide instructions to the flight crews to ensure separation.

Boeing also extended the range of aircraft supported to include the Boeing and The final report was released in with a plan released in Because of the deterministic nature of the GPS satellites constellation geometrythe navigation systems can calculate the worst case error based on the number of satellites tuned and the geometry of those satellites.

This involves the transition from voice reports based on inertial position to automatic digital reports. This involves a transition from inertial navigation to satellite navigation using the GPS satellites. This involved a transition from voice communications to digital communications.

Eurocae ed-120 pdf

The development of the FANS-capable aircraft systems proceeded simultaneously with the ATC ground system improvements necessary to make it work. This makes a huge difference in airspace capacity. This also introduced the concept of actual navigation performance ANP. Positive control is used in areas which have radar and so is commonly referred to as Radar control.

In this system, an air traffic controller can set up a “contract” software arrangement with the airplane’s navigational system, to automatically send a position report on a specified periodic basis — every 5 minutes, for example. During these trials, airplanes installed applications in their ACARS units which would automatically report positions.

The controller can also set up a deviation contract, which would automatically send a position report if a certain lateral deviation was exceeded. Because the position of the aircraft is updated frequently and VHF voice contact timely, separation standards the distance by which one aircraft must be separated from another are less.

In an effort to improve aviation communication, navigation, surveillance, and air traffic management ICAO standards for a future system were created, this integrated system is known as the Future Air Navigation System FANS and allows controllers to play a more passive monitoring role through the use of increased automation and satellite based navigation.

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These procedures reduce the number of airplanes which can operate in a given airspace.

Non-FANS procedural separation uses Inertial Navigation Systems for position, flight crew voice reports of position and time of next waypointand High Frequency radio for communication. If market demand pushes airlines to operate at the same time on a given route, this can lead to airspace congestion, which is handled by delaying departures or separating the airplanes by altitude.

The current standard for message delivery is under 60 seconds one way. The latter can lead to very inefficient operation due to longer flying times and increased fuel burn.


The HF radio operator can also be saturated with requests for communication. This eurkcae because the air traffic controller can recognize problems and issue corrective directions to multiple airplanes in a timely fashion. Previously, flight crews would be notified of the system being used to calculate the position radios, or inertial systems alone.

Commercial aircraft operators typically get their long haul fleet connected and have dedicated personnel to monitor and maintain the satellite and ground link while business aircraft and military aircraft operators contact eed-120 like AirSatOne to commission the system for the first time, conduct functionality testing and to provide ongoing support.

Air traffic control’s ability to monitor aircraft was being rapidly outpaced by the growth of flight as a mode of travel. Aircraft are operated using two major methods; positive control and procedural control.