PJ.10-W2-73 FCA
In Flight Centric Air Traffic Control (FCA), a controller is no longer in charge of managing the entire traffic in a given sector. Instead, he/she will become responsible for a certain number of aircraft throughout their flight segment within a given airspace. Objectives:
• Validation of procedures for conflict detection and resolution, non-standard situations, different team set-ups and coordination and transfer procedures with adjacent sector-based ATC.
• Definition of tools/procedures for demand and capacity balancing and ATFCM.
• Validation of aircraft-to-controller assignment strategies.
• Transition aspects between flight-centric and sector-based ATC
• Increase the usability of Wide Area Communication HMI for the ATCO.
PJ.10-W2-73 IFAV
The IFAV concept will allow the ATCO to be less geographically constrained to the airspace they can work. Objectives:
• To identify the extent to which ATCO ‘needs’ can be addressed by current and near-term airspace systems.
• Establish areas for new tool/procedure design.
PJ.10-W2-73 CC
Currently, the sector team is responsible only for all aircraft within their sector. This makes the transition between sectors not as efficient as it could be, with aircraft levelling-off frequently. Collaborative Control identifies new responsibilities for the Executive- and Planning Controller both supported by a trajectory-based FDP system and support tools based on CD&R & trajectory prediction. Objectives:
• Investigate the impact of procedures to reduce coordination agreements.
• Research and validate performance requirements for tools support.
• Research the concept when it is paired with advances in controller tools support.
PJ.10-W2-93
Currently ATM systems are organised at a national level using monolithic architectures where flight data and other information services are integrated locally within the ANSP. A new architecture in a Virtual Centre gives the possibility to require a change of regulations and laws, changes to operational rules and procedures and updates to the roles and responsibilities. Objectives:
• Development of use cases for the delegation of ATS services and contingency.
• Progress the concept to support the use cases of static and dynamic contingency and delegation of provision airspace.
• Consider different architectures and implementation options involving multiple ADSPs, enabling Europe to move to an interoperable, cost-effective and flexible service provision infrastructure.
PJ.10-W2-96 AG
The solution deals with new methods of controller interaction with the Human Machine Interface. Objectives:
• Implementation of a new “fade-out” algorithm which will dim traffic that presumably will not request interaction with ATCOs.
• For the first time the CWP will take decisions about the priority of flights with regards to the attention needed by ATCOs.
• Controllers’ productivity is expected to increase by focusing their attention only to a set of flights in the sector.
• The reduction of controllers’ workload will increase capacity.
PJ.10-W2-96 ASR
The solution deals with new methods of controller interaction with the Human Machine Interface. As most input in the CWP come from ATCO-pilot spoken dialog, ASR is the appropriate technology to reduce ATCO’s workload by prefilling command masks from the spoken commands instead of manually inputting them into the system. The solution will also investigate how ASR may be used to enable faster and more predictable navigation in 3D visualizations of the airspace sectorisation when using dynamic airspace configuration.
