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EUROPEAN ORGANISATIONFOR THE SAFETY OF AIR NAVIGATION
EUROCONTROL EXPERIMENTAL CENTRE
ROMANIA 99 REAL-TIME SIMULATION
EEC Report N°346
Project SIM-S-E1
Issued: May 2000
The information contained in this document is the property of the EUROCONTROL Agency and no part shouldbe reproduced in any form without the Agency’s permission.
The views expressed herein do not necessarily reflect the official views or policy of the Agency.
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EATCHIP TaskSpecification
Project Task N° Sponsor Period
Author Date
SIM-S-E1 - June-July 1999
Pages Figures Tables Appendix References
5/00 X + 83 31 - - 9
(a) Controlled by: . . . . . . . Simulation Service Manager(b) Special Limitations: . . . None(c) Copy to NTIS: . . . . . . . YES / NO
Romania - Real-Time Simulation - ROMBULPO - ATC Tasks - Bucharest FIR/UIR - EATCHIP - Electronic Co-ordination - MTCD - OLDI - SYSCO - Safety Nets - Colour Displays - Interactive RadarLabels - Touch Input Device - Mouse - Sectorisation - RNAV - TMA - Human Machine Interface - Civil-Military Co-ordination - Flexible Use of Airspace - Bucharest - Arad - Constanta - Cluj - Bacau -Bulgaria
This report describes a EUROCONTROL real-time simulation study of Romanian airspace conducted onbehalf of ROMATSA Romania. The study was designed to assist ROMATSA in the detailed specificationof the new Romanian Air Traffic Management system, in particular the specification of the Human MachineInterface and system functionality. The simulation included military as well as civil sectors with electroniccivil-military co-ordination and the Flexible Use of Airspace. In conjunction with EUROCONTROL AMNDivision a study was also made of RNAV SID and STAR procedures for the Bucharest TMA. The simula-ted area included the entire Romanian airspace with revised sector and Bucharest TMA dimensions. Thesimulation formed part of the joint simulation project - ROMBULPO, and this report also includes resultsof the Bulgaria-Romania joint simulation which preceded Romania 99 and which concentrated on cross-border issues including the use of electronic inter-centre co-ordination and reduced longitudinalseparation. Traffic samples representing 2005-2007 forecast levels were simulated. These simulationswere also designed to complement a previous real-time simulation - Romania 97 (EEC Report No. 320).
REPORT DOCUMENTATION PAGE
Reference: Security Classification: EEC Report N° 346 Unclassified
Distribution Statement:
Descriptors (keywords):
Abstract:
TITLE:
ROMANIA 99 REAL-TIME SIMULATION
Originator: Originator (Corporate Author) Name/Location:EUROCONTROL Experimental CentreCentre des Bois des BordesB.P. 15FR - 91222 Brétigny-sur-Orge CEDEXTel.: +33 (0)1 69 88 75 00Fax.:+33 (0)1 69 88 75 00
EEC - OPS(Real-time Simulation Operations)(Corporate Author)
A. BARFFT. SYMMANS
Sponsor: Sponsor (Contract Authority) Name / Location:
Romania Air Traffic ServicesAdministration (ROMATSA)
ROMATSA1, Ion Ionescu de la Brad St..PO Box 18-9071952 BucharestROMANIA Telephone: +40 1230 3007
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This document has been collated by mechanical means. Should there be missing pages, please report to:
EUROCONTROL Experimental CentrePublications Office
B.P. 15FR - 91222 - BRETIGNY-SUR-ORGE CEDEX
France
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Romania 99 Real-Time Simulation
Project SIM-S-E1 - EEC Report n° 346 V
Two real-time simulations were conducted by EUROCONTROL during 1999 for the benefit ofRomania. This report combines the results of both these experiments applicable to Romania.
The Romania 99 real-time simulation and the Bulgaria/Romania joint real-time simulation tookplace at the EUROCONTROL Experimental Centre between June 21st and July 30th 1999.During Romania 99, 48 Romanian controllers plus Bulgarian and Hungarian controllers participated in 40 simulation exercises. During the Bulgaria/Romania Joint Simulation 47Bulgarian and Romanian controllers plus Turkish feed controllers participated in 27 simulationexercises.
The entire Romanian Civil En-route ATC system was evaluated along with the Bucharest TMA andApproach control plus 3 military positions which provided a control service to Military OperationalAir Traffic (OAT) in a shared airspace environment. In the Bulgaria/Romania Joint Simulation sectors on either side of the international frontier were realistically simulated. The largest simula-tion configuration consisted of 15 sectors comprising 26 Controller Working Positions (CWP) plus6 feed sectors. The simulated ATC system was the future Romanian system that is fully electronicand does not include paper strips.
These simulations formed part of the ROMBULPO series of simulations conducted on behalf ofRomania, Bulgaria and Poland. A common simulator configuration was used for all these simulations in which underlying functionality was identical but each state was provided with a specific Human Machine Interface (HMI). The system included simulated electronic inter-sectorand inter-centre communication in line with OLDI 2.2, the civil-military electronic co-ordinationresulting from the EATCHIP studies plus Medium Term Conflict Detection (MTCD) and SafetyNets such as STCA (Short Term Conflict Alert) and APW (Area Proximity Warning).
The Romanian CWP was evaluated in a previous EUROCONTROL real-time simulation -Romania 97 (EEC Report 320). The simulations conducted during 1999 were designed primarilyto evaluate the latest version of the prototype CWP and to build on the 1997 results. A particularaim was to evaluate the Touch Input Device (TID) which had not been possible in the 1997 simulation. The results of the simulations indicate that the Romanian HMI is now well developedwith a very high level of acceptability by the controllers. The TID is a useful secondary input device, but the mouse was confirmed as the most suitable primary input device.
A close working relationship developed between civil and military controllers during the simulation.Electronic co-ordination was successfully used between civil and military in both directions in ashared airspace environment. The simulation represented a major step forward towards even closer co-operation and the efficient sharing of airspace.
In a parallel study conducted in conjunction with EUROCONTROL Airspace Management andNavigation Division, RNAV procedures in the Bucharest TMA were evaluated. This study has provided much valuable information for the Terminal Area RNAV Applications Task Force (TARA).
In the Bulgaria/Romania Joint Simulation, full electronic co-ordination and radar coverage allowedthe successful evaluation of reduced longitudinal separation standards with the participants declaring that “the border between Romania and Bulgaria could be considered as any other sector boundary in the simulated environment”.
SUMMARY
EUROCONTROL
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The project team would like to thank the experts of ROMATSA (the Romanian Air Traffic ServicesAdministration) namely Antonio Licu, Nicolai Cojocariu and Daniel Avram for all their assistanceand co-operation during the preparation and testing of the simulations. A particular thank you goesto Cristiana Dinculescu of ROMATSA who worked at the EEC for 9 months assisting in the technical preparation of the simulations.
The author would also like to thank all the EUROCONTROL staff who worked with him on theROMBULPO project. In particular José Seixo the Simulation Technical Co-ordinator who efficiently configured and managed a very complex simulation facility and also Geraldine Flynn(Project Manager Poland 99) and Rod McGregor (Project Manager Bulgaria 99) for their help andsupport.
Thanks must also go to the Hungarian and Turkish ATC administrations for the loan of theircontrollers to man feed sectors and to TAROM and BALKAN airlines for the loan of pilots who flewthe MCS.
Finally, thanks to the Romanian and Bulgarian civil and military controllers who participated in thesimulations. They all displayed a high level of professionalism and enthusiasm and it is their inputthat provided the results to be found in this report.
ACKNOWLEDGEMENTS
EUROCONTROL Romania 99 Real-Time Simulation
Project SIM-S-E1 - EEC Report n° 346VI
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Romania 99 Real-Time Simulation
Project SIM-S-E1 - EEC Report n° 346 VII
ABBREVATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VIII
REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IX
1. . . . . . . . INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. . . . . . . . ROMBULPO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
3. . . . . . . . OBJECTIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.1 . . . . . . . ROMANIA 99 OBJECTIVES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.2 . . . . . . . BULGARIA-ROMANIA JOINT SIMULATION OBJECTIVES . . . . . . . . . . . . . . . . . . 2
4. . . . . . . SIMULATION CONDUCT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.1 . . . . . . . AIRSPACE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.2 . . . . . . . TRAFFIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54.3 . . . . . . . ORGANISATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94.4 . . . . . . . PROGRAM OF EXERCISES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154.5 . . . . . . . SIMULATED ATC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164.6 . . . . . . . METHODOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
5. . . . . . . . RESULTS - OBJECTIVE 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 205.1 . . . . . . . MAIN DISPLAY FEATURES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225.2 . . . . . . . GRAPHIC INFORMATION PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285.3 . . . . . . . THE 3 BUTTON MOUSE AND INPUT VIA ELASTIC VECTOR. . . . . . . . . . . . . . . 335.4 . . . . . . . THE ROMATSA TID. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 355.5 . . . . . . . CONTROLLER AIDS - MTCD AND SAFETY NET . . . . . . . . . . . . . . . . . . . . . . . . 385.6 . . . . . . . CONTROLLER TASK DISTRIBUTION IN THE SIMULATION . . . . . . . . . . . . . . . . 41
6. . . . . . . . RESULTS - OBJECTIVE 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 426.1 . . . . . . . ELECTRONIC CROSSING REQUEST. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 426.2 . . . . . . . MILITARY ROUTE INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446.3 . . . . . . . MILITARY TSA ACTIVITY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 446.4 . . . . . . . OVERALL CONCLUSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
7. . . . . . . . RESULTS - OBJECTIVE 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 467.1 . . . . . . . NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467.2 . . . . . . . ENROUTE CO-ORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 467.3 . . . . . . . DIRECT ROUTE CO-ORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 477.4 . . . . . . . TRANSFER LEVEL CO-ORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47-7.5 . . . . . . . APPROACH CO-ORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 487.6 . . . . . . . TRANSFER OF CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
8. . . . . . . . RESULTS - OBJECTIVE 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . 518.1 . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 518.2 . . . . . . . EVALUATION DEVELOPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 518.3 . . . . . . . CONDUCT OF THE SIMULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 528.4 . . . . . . . INTERIM FINDINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 528.5 . . . . . . . INTERIM CONCLUSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
9. . . . . . . . RESULTS - OBJECTIVE 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
10. . . . . . . RESULTS - OBJECTIVE 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . 5510.1 . . . . . . ARAD SECTORISATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5510.2 . . . . . . BUCHAREST SECTORISATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5610.3 . . . . . . CONSTANTA SECTORISATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6010.4 . . . . . . BACAU SECTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6110.5 . . . . . . CLUJ SECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6110.6 . . . . . . RADAR SEPARATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
11. . . . . . . RESULTS - BULGARIA-ROMANIA JOINT SIMULATION . . . . 6211.1 . . . . . . HANDOVER CONDITIONS AND CROSS-BORDER SEPARATION . . . . . . . . . . . 6211.2 . . . . . . ELECTRONIC CO-ORDINATION IN THE CROSS-BORDER VICINITY . . . . . . . . 63
12. . . . . . . CONCLUSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6412.1 . . . . . . ROMANIA 99 SIMULATION CONCLUSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6412.2 . . . . . . BULGARIA/ROMANIA JOINT SIMULATION CONCLUSIONS. . . . . . . . . . . . . . . . 70
French Translation (green pages) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71Green pages: French translation of the summary, the introduction, . . . . . . . . . . . objectives and conclusions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71Pages vertes : Traduction en langue française du résumé, de l’introduction, des objectifs. . . . . . . . . . . et des conclusions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
TABLE OF CONTENTS
EUROCONTROL
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ABI . . . . . . . . . . . . . Advance Boundary Information (OLDI)
ACC . . . . . . . . . . . . Area Control Centre
ACT . . . . . . . . . . . . Activation Message (OLDI)
AFL . . . . . . . . . . . . Actual Flight Level
AMN . . . . . . . . . . . . EUROCONTROL Airspace Management and Navigation Unit
ANT . . . . . . . . . . . . Airspace and Navigation Team
APP . . . . . . . . . . . . Approach Control
APW . . . . . . . . . . . . Area Proximity Warning
ARN . . . . . . . . . . . . ATS Routes and associated Navigation means plan
ATC . . . . . . . . . . . . Air Traffic Control
ATS . . . . . . . . . . . . Air Traffic Service
ATSA . . . . . . . . . . . Bulgarian Air Traffic Services Agency
B-RNAV . . . . . . . . . Basic Area Navigation
CDN . . . . . . . . . . . . Co-ordination Message (OLDI)
CFL . . . . . . . . . . . . Cleared Flight Level
COF . . . . . . . . . . . . Change of Frequency Message (OLDI)
CWP . . . . . . . . . . . . Controller Working Position
DFL . . . . . . . . . . . . Dynamic Flight Leg
EATCHIP . . . . . . . . European ATC Harmonisation and Integration Programme
ECAC . . . . . . . . . . . European Civil Aviation Conference
EEC . . . . . . . . . . . . EUROCONTROL Experimental Centre
EFL . . . . . . . . . . . . Entry Flight Level
EONS . . . . . . . . . . . EUROCONTROL OpeN and generic graphic System
ETL . . . . . . . . . . . . Extended Track Label
ETO . . . . . . . . . . . . Estimated Time Over
EUR-ANP . . . . . . . . European Air Navigation Plan
EXC . . . . . . . . . . . . Executive Controller
FDP . . . . . . . . . . . . Flight Plan Data Processing
FIR . . . . . . . . . . . . . Flight Information Region
FUA . . . . . . . . . . . . Flexible Use of Airspace
GAT . . . . . . . . . . . . General Air Traffic
HMI . . . . . . . . . . . . Human Machine Interface
ILS . . . . . . . . . . . . . Instrument Landing System
ISA . . . . . . . . . . . . . Instantaneous Self Assessment
L-NAV. . . . . . . . . . . Lateral Navigation
MAS . . . . . . . . . . . . Manual Assume of Control Message (OLDI)
MCS . . . . . . . . . . . . Multi-Cockpit Simulator
MDFL . . . . . . . . . . . Military Dynamic Flight Leg
MSAW . . . . . . . . . . Minimum Sector Altitude Warning
MTCD . . . . . . . . . . . Medium Term Conflict Detection
OAT . . . . . . . . . . . . Operational Air Traffic
ODS . . . . . . . . . . . . Operational Display System
ABBREVIATIONS
EUROCONTROL Romania 99 Real-Time Simulation
Project SIM-S-E1 - EEC Report n° 346VIII
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Romania 99 Real-Time Simulation
Project SIM-S-E1 - EEC Report n° 346 IX
OLDI. . . . . . . . . . . . On-line Data Interchange
PLC . . . . . . . . . . . . Planning Controller
RDP . . . . . . . . . . . . Radar Data Processing
RNAV . . . . . . . . . . . Area Navigation
ROMATSA . . . . . . . Romanian Air Traffic Services Administration
RRV . . . . . . . . . . . . Referred Revision Message (OLDI)
RTF . . . . . . . . . . . . Radio Telephony
SEL . . . . . . . . . . . . Sector List
SFL . . . . . . . . . . . . Supplementary Flight Level
SID . . . . . . . . . . . . . Standard Instrument Departure
SLW . . . . . . . . . . . . Selected Label Window
SSR . . . . . . . . . . . . Secondary Surveillance Radar
STAR . . . . . . . . . . . Standard Arrival Route
STCA . . . . . . . . . . . Short Term Conflict Alert
StS . . . . . . . . . . . . . Support to States (EUROCONTROL)
SYSCO . . . . . . . . . . System Assisted Co-ordination
TARA . . . . . . . . . . . Terminal Area RNAV Applications Task Force
TID . . . . . . . . . . . . . Touch Input Device
TIM . . . . . . . . . . . . . Transfer Initiation Message (OLDI)
TMA . . . . . . . . . . . . Terminal Manoeuvring Area
TSA . . . . . . . . . . . . Temporary Segregated Area
TWR . . . . . . . . . . . . Aerodrome Control
UIR . . . . . . . . . . . . . Upper Flight Information Region
XCM . . . . . . . . . . . . Crossing Request Cancellation Message (OLDI)
XFL . . . . . . . . . . . . Exit Flight Level
XRQ . . . . . . . . . . . . Military Crossing Request (OLDI)
1. Romania 97 Real-Time Simulation - EEC Report No. 320 - Dec.972. Romania 99 Real-Time Simulation System Handbook3. Romania 99 Real-Time Simulation Controller Information4. Romania 99 Simulation - Analysis of the Participating Controllers Responses to
Questionnaires5. EUROCONTROL Standard Document for On-Line Data Interchange - V2.2 1/1/986. EUROCONTROL Standard for On-Line Data Interchange - Draft V3 18/10/977. Lisboa 98 Real-Time Simulation - EEC Report No. 333 - Sept.988. Bulgaria-Romania Joint Simulation Facility Specification Part 1 - Operational9. Romania 99 Simulation Facility Specification Part 1 - Operational
REFERENCES
EUROCONTROL
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Project SIM-S-E1 - EEC Report n°346X
EUROCONTROL ROMANIA 99 Real-Time Simulation
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Project SIM-S-E1 - EEC Report n°346 1
1. INTRODUCTION
The Romania 99 real-time simulation and Bulgaria-Romania joint real-time simulation tookplace at the EUROCONTROL Experimental Centre between June 21st and July 30th1999. These simulations were designed to meet the requirements of the Romanian AirTraffic Services Administration (ROMATSA) and the Bulgarian Air Traffic Services Agency(ATSA).
This report contains the results of the Romania 99 simulation and the results of theBulgaria-Romania Joint simulation relevant to Romania.
ROMATSA is in an advanced stage of specification for the future Romanian ATC Systemand has developed a detailed Controller Working Position (CWP) prototype including aTouch Input Device (TID) to support the on-screen mouse functions. The Romanian CWPwas evaluated in a previous EUROCONTROL real-time simulation - Romania 97 (Ref. 1 -EEC Report 320). The simulations conducted during 1999 were designed primarily to evaluate the latest version of the prototype CWP and to build on the 1997 results. Aparticular aim was to evaluate the TID which had not been possible in the 1997 simulation.
The simulations also included the evaluation of RNAV SID and STAR procedures in theBucharest TMA in collaboration with EUROCONTROL Airspace Management andNavigation (AMN) unit.
The Romania 99 simulation included military sectors with full 2-way electronic co-ordinationbetween civil and military controllers and the application of the Flexible Use of Airspace(FUA).
2. ROMBULPO
The Romania 99 simulation and the Bulgaria-Romania joint simulations formed part of theROMBULPO project which encompassed real-time simulations for Romanian, Bulgarianand Polish clients. Following initial meetings with representatives from the states in mid1998 it was decided that a common simulator configuration could be used for all of thesesimulations. The concept had been proven during 1998 when a real-time simulation wasconducted at the EEC for Denmark and Sweden in which underlying functionality wasidentical but each state was provided with a specific Human Machine Interface (HMI). Theadvantage of this approach was the likelihood of a more stable simulator as no major re-configuration would be required between simulations. Another significant aspect wasthe composition of the basic simulator specification. The system included simulated electronic inter-sector and inter-centre communication in line with OLDI 2.2 (Ref. 5), the civil-military electronic co-ordination resulting from the EATCHIP studies plus MediumTerm Conflict Detection (MTCD) and Safety Nets such as STCA (Short Term Conflict Alert)and APW (Area Proximity Warning). At the last minute some additional EATCHIP featureswere included - flight level deviation warning and transfer reminder.
ROMANIA 99 Real-Time Simulation EUROCONTROL
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Project SIM-S-E1 - EEC Report n°3462
3. OBJECTIVES
3.1 ROMANIA 99 OBJECTIVES
1. To evaluate the new ROMATSA Controller Working Position, specifically:! the Human Machine Interface including, colour, text, radar labels, data windows and
graphic information presentation! the 3 button mouse for data access and input including extensive use of elastic
vectors»! the ROMATSA TID for data input and co-ordination purposes including specifically:
- data selection- speed of access and input compared with the mouse- specific uses including multiple inputs and approach tasks- ergonomic aspects including location and parallax
! controller aids including MTCD and Safety Nets
2. To evaluate new Civil/Military co-ordination procedures.
3. To further evaluate new co-ordination procedures between ACC sectors, ACC and APPsectors, and APP and TWR sectors.
4. To evaluate the use of RNAV arrival and departure routes for Bucharest and associatedATC and aircrew procedures.
5. To evaluate the dimensions and operating procedures for an enlarged Bucharest TMAand associated civil/military co-ordination.
6. To evaluate sectorisation and route structure by the comparison of existing (August 1998)route structure combined with a sectorisation including 3 Arad, 2 Constanta, 1 Cluj, 1Bacau and 5 Bucharest En-route sectors. The 5 Bucharest sectors will be configured asappropriate for the traffic flow and volume and will be based on the use of 8 system sectors combined as required. (The airspace decisions were made prior to the KosovoCrisis and are therefore unrealistic in the Kosovo context. This 6th objective was therefore given a low priority).
3.2 BULGARIA-ROMANIA JOINT SIMULATION OBJECTIVES
The joint simulation allowed more in-depth study of the objectives of the Romania 99simulation and also addressed the following specific objectives:
1. To evaluate the civil Romanian/Bulgarian Interface including revised handover conditions for traffic destination Istanbul & Varna, and reduced cross-border radar separation.
2. To evaluate OLDI/SYSCO system and procedures across the Romanian/Bulgarian border.
EUROCONTROL ROMANIA 99 Real-Time Simulation
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ROMANIA 99 Real-Time Simulation EUROCONTROL
4. SIMULATION CONDUCT
4.1 AIRSPACE
The simulated airspace included the entire Bucharest FIR/UIR and parts of the Budapest,Lvov, Kishinev, Odesa, Simferopol, Varna, Sofia, and Belgrade FIR/UIRs.
The simulated airspace was divided into either “Measured” or “Feed” sectors. Measuredsectors represented the study airspace of the simulation and were simulated as realisti-cally as possible. Feed sectors provided a realistic interface with the surrounding airspacewithout representing in full the actual sectorisation.
The airspace of the Bucharest FIR/UIR within the area of responsibility of Bucharest ACCwas simulated by measured sectors. Airspace within the area of responsibility of Arad,Bacau, Cluj and Constanta ACC’s was simulated by either measured or feed sectorsdepending on the organisation simulated. All other simulated airspace was represented byfeed sectors.
In the Bulgaria/Romania Joint Simulation, Sofia and Varna airspace was realisticallyrepresented by measured sectors. Brief details of the simulated airspace are includedbelow. Full details can be found in the Bulgaria/Romania Joint Simulation FacilitySpecification Part 1 – Operational (Ref. 8) and the Romania 99 Simulation FacilitySpecification Part 1 – Operational (Ref. 9).
4.1.1 Route Structure
During the simulation preparation the Kosovo crisis occurred, with route structure changes occurring on an almost weekly basis. A pragmatic approach had to be adoptedfor the simulation and therefore the temporary Kosovo situation was ignored and the routestructure from 1998 and a potential future route structure was simulated. The future routestructure was based on ARN V.3 Phase 2 and two alternative unidirectional traffic flowswere simulated for UL618 and UL622.
4.1.2 Terminal Airspace
The Bucharest TMA was simulated with its current geographical and vertical (2000ft –FL175) dimensions and also in an enlarged version extending to the Varna FIR boundaryin the south and vertically up to FL245.
RNAV SIDs and STARs were defined for the enlarged TMA and the use of these formedthe basis of a parallel study by EUROCONTROL AMN Division.
The Bucharest TMA was divided into Approach (AP) and Final Director (AD) sectors. Thearea of responsibility of AD depended on the landing direction at Bucharest (Otopeni) airport and extended vertically to FL50 in the existing TMA and to FL70 in the enlarged TMA.
4.1.3 En-route Sectorisation
The simulated en-route sectorisation was based on “classical” Romanian sectors as simulated in the previous real-time simulation – Romania 97, and also on the results ofstudies conducted in Romania. The Romanian study proposed new geographical sectorboundaries and the use of up to eight “system sectors” for Bucharest ACC which can becombined as required to create sectorisation adapted to particular traffic flows.
The detail of the simulated sectorisation is described in Section 4.3.
Project SIM-S-E1 - EEC Report n°346 3
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Project SIM-S-E1 - EEC Report n°3464
4.1.4 Military Sectorisation
Two military sectors were simulated in all Romania 99 organisations: Military West (MW)and Military East (ME). These sectors controlled Operational Air Traffic (OAT) in the eastand west of Romania respectively and were complemented by a Military Co-ordinator(MC) position that had overall responsibility for military operations. During the joint simulation only the MC position was simulated.
4.1.5 Danger and Restricted Areas
Military Temporary Segregated Areas (TSA) were specified for use with the 1998 route structure and also for the simulated future scenario. Eight different TSA were specified foreach scenario, with no more than two being activated at any one time.
EUROCONTROL ROMANIA 99 Real-Time Simulation
AAX
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LRSM LRSV
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LROPLRBS
Romania 99 - Orgs C/D/E/F - Military TSA - Military Sectors
B7-BC
B6-CT
B2-TR
B1-TR
B3-CV
B4-OS
B8-DN
B5-FT
MW : 276.9
ME: 242.2
VÈro:25.01.00
Fig. 4 - 1 : Map of Military Areas and Military Sectors
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Project SIM-S-E1 - EEC Report n°346 5
4.2 TRAFFIC
The traffic samples used during the simulation were based on traffic recordings from 1st August 1998 and adapted to the simulation requirements.
Baseline traffic samples were created for both early morning (predominantly westboundtraffic flow) and early afternoon (predominantly eastbound traffic flow). Particular effort wasdevoted to ensuring that as many typical traffic situations as possible were represented.These traffic samples were considered to represent 100% for augmentation purposes.
Military flights were added to provide adequate traffic to achieve the simulation objectives.
For training purposes both baseline and traffic samples representing 66% of the baselinewere used.
The measured exercises of the simulation included exercises using the 100% baselinetraffic and also augmented traffic samples. As explained earlier, the simulation wasconducted during the period of the Kosovo crisis and therefore it was difficult to predict thefuture traffic situation. It was decided to assume that there would be a rapid return normality following the end of the Kosovo crisis and that traffic flows would return to theiroriginal orientation. Traffic augmentations of 25% and 35% were therefore created byincreasing the general number of flights on all routes by these amounts and making nospecific assumptions concerning future traffic orientation.
It was decided not to take into account the introduction of Reduced Vertical SeparationMinima (RVSM) in the preparation of the traffic samples. It was decided that RVSM wasnot necessary to achieve a successful simulation result. Using CVSM reduced preparationworkload and risk.
ROMANIA 99 Real-Time Simulation EUROCONTROL
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EUROCONTROL ROMANIA 99 Real-Time Simulation
4.2.1 Traffic Sample Analysis
The analysis of the traffic samples below shows the load that each sample representedfor the simulated measured sectors.
F P F P F P F P
ES 29 13 35 14 59 25 68 29
N 35 22 52 21 71 27 71 29
S 39 20 48 21 78 30 76 32
C 24 13 28 14 48 17 58 26
AP 23 12 29 14 36 16 36 13
AD 15 5 10 6 12 8 16 8
Project SIM-S-E1 - EEC Report n°3466
F = Mean hourly traffic flow
P = Peak number of aircraft on frequency
A B B C100% 100% 125% 135%
Organisation and traffic volume
BULGARIA-ROMANIA JOINT SIMULATION
Sector
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Project SIM-S-E1 - EEC Report n°346 7
ROMANIA 99 Real-Time Simulation EUROCONTROL
F = Mean hourly traffic flow
P = Peak number of aircraft on frequency
For military sectors (ME and MW) the figure shown is the average number of aircraft on the frequency.
ASANAUA1A2 A3 ESNANBSASBB1B23B123B4B5 B57B67B68B8CNCSC1C2CLBCAPADMEMW
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2936
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96
96
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67
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29
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138
ROMANIA 99 SIMULATIONOrganisation and traffic volume
A100%SectorF P F P F P F P F P F P F P F PF P
E100%
E125%
E135%
F135%
F125%
F100%
D125%
C125%
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Project SIM-S-E1 - EEC Report n°3468
EUROCONTROL ROMANIA 99 Real-Time Simulation
Fig. 4 - 2 : Bulgaria/Romania Joint Simulation - Map of Simulated Area
ABORA
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CL 126.3
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Bulgaria/RomaniaOrganisation A
vÈro:072.06.99
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Project SIM-S-E1 - EEC Report n°346 9
4.3 ORGANISATION
To achieve the simulation objectives, five organisations were foreseen for the Romania 99simulation and three for the Bulgaria/Romania Joint Simulation.
The basic elements of the simulated organisations are described below.
4.3.1 Bulgaria/Romania Organisation A
4 Romanian en-route sectors were simulated: South, North, East and Constanta. Theexisting Bucharest TMA was simulated with an upper limit of FL175. The route structureand traffic flows were from 1998. UL618 and UL622 were simulated with existing trafficflow orientation.
4.3.2 Bulgaria/Romania Organisation B
The same en-route sectors were simulated as Org. A but with revised boundaries to correspond with the simulated enlarged Bucharest TMA up to FL245 and the use of routestructure ARN V3 Phase 2, with UL618 northbound and UL622 southbound.
4.3.3 Bulgaria/Romania Organisation C
As Organisation B but with alternative minor revisions to airspace boundaries.
ROMANIA 99 Real-Time Simulation EUROCONTROL
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Project SIM-S-E1 - EEC Report n°34610
EUROCONTROL ROMANIA 99 Real-Time Simulation
AB
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Fig. 4 - 3 : Map of Romania 99 - Organisation A
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Project SIM-S-E1 - EEC Report n°346 11
4.3.4 Romania 99 Organisation A
This organisation simulated the “classical” Romanian sectors as simulated in the previousreal-time simulation – Romania 97 with 2 Arad lower sectors, 1 Arad upper sector aboveFL345, Bucharest North A and B, Bucharest South A and B, Bucharest East and ConstantaNorth and South sectors. The existing Bucharest TMA was simulated with an upper limit ofFL175. The route structure and traffic flows were from 1998.
The surrounding airspace of Cluj, Bacau, Budapest, Ukraine, Bulgaria and Yugoslavia wasmanaged by feed sectors. Bucharest Otopeni and Baneasa Towers were also managed bya feed sector.
ROMANIA 99 Real-Time Simulation EUROCONTROL
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Project SIM-S-E1 - EEC Report n°34612
EUROCONTROL ROMANIA 99 Real-Time Simulation
Fig. 4 - 4 : Map of Romania 99 - Organisation E
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Project SIM-S-E1 - EEC Report n°346 13
4.3.5 Romania 99 Organisation B
Organisation B was not simulated but represented the 8 Bucharest “system sectors” (B1-B8) which were grouped together to form 5 sectors for organisations C, D, E and F.
4.3.6 Romania 99 Organisation C
This organisation included Bucharest sectors adapted to early morning (predominantlywestbound) traffic. Cluj and Bacau were simulated as single measured sectors andConstanta was a single feed sector. Other feed sectors were as Org A.
In Organisations C, D, E and F the enlarged Bucharest TMA was simulated up to FL245with an increased area of responsibility for AD. The runways in use at Bucharest were 26and 25.
Route structure was ARN V3 Phase 2, with UL618 northbound and UL622 southbound.
4.3.7 Romania 99 Organisation D
This organisation included Bucharest sectors adapted to early afternoon (predominantlyeastbound) traffic. Cluj and Bacau were simulated as single measured sectors andConstanta was a single feed sector. Other feed sectors were as Org A. The runways inuse at Bucharest were 08 and 07.
Route structure was ARN V3 Phase 2, with UL618 northbound and UL622 southbound.
4.3.8 Romania 99 Organisation E
This organisation included Bucharest sectors adapted to early morning (predominantlywestbound) traffic. Constanta was split north/south into 2 measured sectors and Cluj andBacau were feed sectors. Other feed sectors were as Org A. The runways in use atBucharest were 26 and 25.
Route structure was ARN V3 Phase 2, with UL618 southbound and UL622 northbound.
A revised version of Organisation E was created during the simulation to test a revisedboundary between Constanta North and South sectors.
ROMANIA 99 Real-Time Simulation EUROCONTROL
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Project SIM-S-E1 - EEC Report n°34614
EUROCONTROL ROMANIA 99 Real-Time Simulation
Fig. 4 - 5 : Map of Romania 99 - Organisation F
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Romania 99Organisation F
VÈro:02.07.98
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Project SIM-S-E1 - EEC Report n°346 15
4.3.9 Romania 99 Organisation F
This organisation included Bucharest sectors adapted to early afternoon (predominantlyeastbound) traffic. Constanta was split north/south into 2 measured sectors and Cluj andBacau were feed sectors. Other feed sectors were as Org A. The runways in use atBucharest were 08 and 07.
Route structure was ARN V3 Phase 2, with UL618 northbound and UL622 southbound.
4.4 PROGRAM OF EXERCISES
Three simulation exercises were conducted each day, with a main debriefing period scheduled after the final exercise of the day.
Exercises were of 1hr 15mins duration that started with an initial traffic charge which gradually grew during the first 15mins after which the next 1hr was conducted at theappropriate traffic level.
The tables below show the programs of exercises that were eventually completed.
The staffing of sectors followed a strict rotation which took into account controller’s qualifications and which ensured that each controller experienced each variation of organisation from as many different control positions as possible.
ROMANIA 99 Real-Time Simulation EUROCONTROL
Bulgaria/Romania Joint Simulation Exercise Program
Week Org N° of Exercises Traffic Level Notes
1
2
A
B
C
423516 125%6
Total 27135%
Representing 33 hours of simulation time
66%100%
Training
Measured
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1
2
3
A
FEFEFECD
New E
436333333333
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Project SIM-S-E1 - EEC Report n°34616
4.5 SIMULATED ATC SYSTEM
The ROMBULPO simulator configuration was based on the experience gained at the EECduring previous simulations of advanced ATC systems. The objective was to simulatecommon underlying functionality in all the simulations that is likely to become the basis ofindustry provided ATC systems within the next 5 years. This basic functionality was as follows:
! Basic Electronic Co-ordination: Notification, co-ordination and transfer of control in linewith OLDI V2.2 (Ref. 5).
! Advanced Electronic Co-ordination: Civil – Military Crossing Request in line with OLDIdraft V3 (Ref. 6).
! Quick Information Access: Rapid access to a dynamic flight leg and additional informationwindows.
! Electronic List Data: The system provided entry and exit information in list format allowing entry and exit conditions to be verified, modified or electronically co-ordinated.
! Notebook Functions: The controller could electronically note assigned headings, levels,speeds and direct routings that would normally be written on strips.
! Flight Status: Common flight status logic was used with the main states being Pending,Assumed, Concerned and Unconcerned.
! Medium Term Conflict Detection: The system provided en-route controllers with up to 30minutes warning of potential conflicts.
! Safety Nets: The system provided a 2 minute warning of potential loss of radar separation (Short Term Conflict Alert – STCA), infringement of restricted airspace (AreaProximity Warning – APW) and infringement of minimum sector altitude (MinimumSector Altitude Warning – MSAW).
Each of the states had specific Human Machine Interface (HMI) requirements and thesewere catered for on an individual basis without affecting the common functionality. TheBulgaria/Romania Joint Simulation featured 2 very different HMIs in the same simulationwhilst sharing the same common underlying functionality.
4.5.1 The ROMATSA HMI
ROMATSA have conducted an ongoing series of prototyping exercises and have theexperience of a previous EEC simulation conducted in 1997. This has allowed them toevaluate their detailed system specifications and develop a CWP prototype that formedthe basis of the simulated CWP. The ROMATSA CWP prototype was installed at the EECto assist in the preparation of the simulated HMI and also for demonstration purposesduring the simulation periods.
The main features of the ROMATSA HMI are as follows:
! Interactive Radar Label: An advanced label format providing a lot of information in a verycompact format with several controller options.
! Data Input by Elastic Vector: All values are input via elastic vector that is locked on a vertical axis for level inputs.
! Touch Input Device: Provided as an alternative and complementary input device to themouse.
! Minimal List Information: A design objective was minimise the use of data list informationwith the maximum of graphical and radar image based information.
! Electronic Co-ordination: The use of colour to differentiate between outgoing and incoming co-ordination the ROMATSA HMI negates the need for “Message-in” and“Message-out” windows.
EUROCONTROL ROMANIA 99 Real-Time Simulation
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Project SIM-S-E1 - EEC Report n°346 17
Details of the simulated HMI are provided in the Romania 99 System Handbook (Ref. 2)and for a full technical specification of the simulation facility the reader is invited to contactthe EEC.
4.5.2 Operations Room Configuration
The operations room was configured as required for the various organisations of theBulgaria/Romania Joint simulation and Romania 99.
! Bulgaria/Romania Joint Simulation
The operations room was configured with 24 measured CWPs as follows:Sofia ACC . . . . . . . . . . . . 4 Sectors (8 CWP)Varna ACC . . . . . . . . . . . 2 Sectors (4 CWP)Bucharest ACC . . . . . . . . 4 Sectors (8 CWP)Bucharest APP . . . . . . . . 2 sectors (3 CWP)Military Co-ordinator . . . . 1 CWP
ROMANIA 99 Real-Time Simulation EUROCONTROL
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Fig. 4 - 6 : Bulgaria/Romania Joint Simulation Ops Room Layout
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Project SIM-S-E1 - EEC Report n°34618
! Romania 99 Simulation
The operations room was configured with 26 measured CWPs as follows:Bucharest ACC . . . . . . . . 5 Sectors (10 CWP)Other Romanian ACCs . . 5 Sectors (10 CWP)Bucharest APP . . . . . . . . 2 sectors (3 CWP)Military . . . . . . . . . . . . . . 2 Sectors (3 CWP)
The Measured Controller Working Position consisted of:
! 28’’ square colour display, used to provide a multi-window working environment
! Main Processor and display driver
! 3 button mouse
! 14’’ Touch Input Device
! A simulation telecommunication system with headset, footswitch, and panel-mountedpush to talk facility
EUROCONTROL ROMANIA 99 Real-Time Simulation
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B1/2/3129.75 ME
242.2
CL126.3
BC127.9
A3132.75
ROM99
35
228"
14
1028"B6/7119.02
28"
37
A2124.1
1
PLC
EXC
Org.C
28"
TR120.9
SF128.4
VA132.95
UF C122.37
BP126.5
HybridHybridHybrid HybridHybridHybrid
EXC
EXC EXC
PLC
PLC
B8123.9
AP120.6
AD118.8
21"
MC
120.7 135.35
A1122.87
EXC
MW276.9
EXC
28"Tid
Tid
Tid
Tid
Tid
Tid
Tid
Tid
Tid
Tid
Tid
Tid Tid Tid
Tid
Tid
Tid
Tid
Tid
Tid
Tid
Tid
28"
4243 4445 41 40
129.7135.6 Tid
Tid
Tid
Fig. 4 - 7 : Romania 99 Simulation Ops Room Layout
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Project SIM-S-E1 - EEC Report n°346 19
The measured sectors were comprised of identical CWPs configured as either Executive(EXC) or Planning (PLC) positions. Each CWP provided access to the same facilities;controllers had the capability to determine display preferences depending on the controltask. Only the MTCD was specifically configured – only MTCD warnings referred by thePLC were displayed to the EXC.
Each CWP included a subjective workload panel (Instantaneous Self-Assessment – ISA)used by the controller for periodic input throughout the measured exercise.
Feed Sectors were provided with a specific interface known as the «hybrid feed sector»which incorporated a piloting function which interprets controller inputs also as pilot inputsallowing the sector to operate autonomously without the need for a dedicated pilot operator.
4.5.3 ATC Procedures and Controller Tasks
The controller tasks and procedures for the Romanian control environment were largelydetermined by the results of previous simulation experience.
Details of these controller tasks and procedures are contained in the Romania 99Controller Information booklet (Ref. 3)
4.6 METHODOLOGY
The simulation results contained in this report were compiled from the notes taken atsimulation de-briefing sessions, questionnaire responses and the observations of the project team.
Simulator recordings of controller inputs, pilot inputs and aircraft flight paths were analysedto provide further supporting evidence for the results.
The Instantaneous Self-Assessment (ISA) method was used to assess controller workload. Participants were asked to respond to a prompt every 2 minutes by pressing abutton appropriate to their perceived workload at the time; Very High, High, Fair, Low orVery Low.
ROMANIA 99 Real-Time Simulation EUROCONTROL
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Project SIM-S-E1 - EEC Report n°34620
5. RESULTS - OBJECTIVE 1
To evaluate the new ROMATSA Controller Working Position, specifically:
!! the Human Machine Interface including, colour, text, radar labels, data windows and graphic information presentation
!! the 3 button mouse for data access and input including extensive use of «elastic vectors»
!! the ROMATSA TID for data input and co-ordination purposes including specifically:
- data selection- speed of access and input compared with the mouse- specific uses including multiple inputs and approach tasks- ergonomic aspects including location and parallax
!! controller aids including MTCD and Safety Nets
The simulated ROMATSA Controller Working Position (CWP) was created to resemble asclose as possible the ROMATSA prototype that has been the subject of considerabledevelopment in recent years. The ROMATSA prototype could not be directly integratedinto the simulation for technical reasons. The prototype interface was created using theInterMAPhics™ graphical package and therefore all simulated features had to be recreated using ODS Toolbox which is the basis of the graphical interface of the EECsimulator - EONS. However, although this represented a considerable amount of work, thetranslation of features into EONS was very successful with only minor limitations preventing an identical CWP to be created. The points of incompatibility were in presentation priority that prevented the ROMATSA elastic vector input device beingdisplayed over certain windows and also in the presentation of colour transparency. Anadequate solution to these shortcomings could not be implemented due to the limitedresources and time available but this had very little impact on the realisation of the simulation objectives.
Thanks to the co-operation of ROMATSA and the Gallium Corporation it was possible toinstall the ROMATSA prototype at the EEC several months before the simulation. ARomanian software engineer was seconded to the EEC for 9 months to assist in the preparation of the simulation. These two factors played a major role in the success andrealism of the simulation. The ROMATSA prototype was also displayed in the operationsroom during the simulation periods which allowed visitors to gain hands-on experience ofthe new interface. The prototype was additionally used to demonstrate colour transparencyand an alternative colour scheme to the one simulated.
The result of the study of the simulated CWP was very positive. The simulated CWPprovided an efficient working environment that made maximum use of graphical aids andinteraction via the radar label. The results of the simulation suggest mainly minor changesto what is a well-developed prototype.
The results in relation to this primary objective are presented in the order described in thewording of the objective. Results generally apply to all control positions. Where specificresults apply to En-route, Approach or Military positions this is indicated.
EUROCONTROL ROMANIA 99 Real-Time Simulation
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Project SIM-S-E1 - EEC Report n°346 21
ROMANIA 99 Real-Time Simulation EUROCONTROL
Romania 99 - Typical Controller Working Position
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Project SIM-S-E1 - EEC Report n°34622
5.1 MAIN DISPLAY FEATURES
The primary component of the simulated HMI was the 28” Monitor. This section will dealwith the results concerning the features displayed on this screen. Other CWP componentsare reported on later in this section.
5.1.1 Colour
The colour scheme used throughout the simulation is described in detail in the Romania99 System Handbook (Ref.2). The main colours used were as follows:
Background – Shades of pale greyPending Flight Data – BeigeAssumed Traffic Data – LilacConcerned Traffic Data – Lilac Callsign, remaining data greyUnconcerned Traffic Data – GreyCo-ordination Data – WhiteWarnings – Yellow and Orange
A typical display can be seen in the screen image below.
EUROCONTROL ROMANIA 99 Real-Time Simulation
Fig. 5 - 1 : Typical Screen Image - Romania 99 Sector
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Project SIM-S-E1 - EEC Report n°346 23
The simulation participants fully endorsed the colour logic employed but considered thatthe exact choice should be the subject of further refinement.
97% of participants felt that the use of colour to indicate flight status helped them to «regu-larly or always» prioritise their actions. They also endorsed the general choice of colourwith over 95% responding that they were never or rarely confused by the use of colour butcomments were made about the use of specific colours. The colour used for «Assumed»was criticised by 30% of controllers who commented that it did not contrast enough withthe background and they would prefer to see beige, black or even light blue used as assumed colour. “Unconcerned” colour was also criticised with almost 20% of controllersbeing dissatisfied with the grey colour used. The lack of contrast between the unconcer-ned grey and the background grey meant that data was difficult to read, in particular theAFL. Lack of contrast was also cited as a cause of discomfort and controllers appreciatedthe colour intensity controls which were only available on the ROMATSA prototype.
The ROMATSA interface specified extensive use of background colour change to highlightinformation. Subtle change of background colour was very successfully used to cross-highlight all data associated with a particular flight. For example, when the mouse cursorcame to rest on a radar label not only was the Extended Track Label (ETL) updated withthe appropriate flight details but the corresponding Sector List (SEL) and TID data wasalso presented with a slightly lighter background. The background colour change for thistype of highlighting was just sufficient to ensure that the data could be easily located butlegibility of text was not affected. Controllers greatly appreciated the effectiveness of thisfeature.
Logical colour highlighting was successfully used to reduce the need for additional text andalso to indicate outgoing and incoming co-ordination without the need for “message windows”. Highlight using background colour was used to indicate incoming co-ordination.Data subject to co-ordination was displayed in white on the proposing sector whilst on thereceiving sector the corresponding data was displayed with a white background. It wasimmediately found that certain foreground colours became illegible when displayed on awhite background, the beige pending colour for example. The solution implemented wasto display co-ordination items in black text whenever the white background colour wasused. The 2 radar labels below show the effect of this.
Combining this use of colour with the use of specific mouse buttons (Button 1 – accept,Button 2 – reject, Button 3 – counter proposal) meant that co-ordination in/out windowsbecame redundant and they were not included in the simulation. It was found, however,that all possible co-ordination items should be clearly displayed to the controller. Oneexample concerned direct route co-ordination. A proposal for direct route was originallydisplayed only in the radar label. In the event that the radar label was not within thedisplayed range of the receiving controller he did not notice the co-ordination.
ROMANIA 99 Real-Time Simulation EUROCONTROL
Fig. 5 - 2 : Screen image of outgoing and incoming co-ordination displayed in radar labels
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Project SIM-S-E1 - EEC Report n°34624
The implemented solution was to additionally display the direct co-ordination alongsidethe appropriate flight data in the Sector List (SEL).
Another area of potential difficulty in the use of background colour highlight arose whenthe same item could potentially be displayed in the same colour as the background colour.This obviously rendered the item invisible. This occurred with the Request On Frequency(ROF) function. A flight in “transfer in” status was displayed with the callsign in white. If thenext downstream sector simultaneously made a ROF input the background to the callsign was displayed in white, resulting in white callsign on white background.Appropriate solutions should be devised for this and other similar possibilities.
Other comments concerning colour included the background grey used in the SEL whichwas considered too dark. The military tracks on civil sectors were displayed in unconcernedcolour and controllers felt a dedicated colour should be used to allow this traffic to be moreeasily identified. The choice of colour for route centrelines should ensure that the speedprediction vector remains clearly visible.
Choice of colour is very subjective and there will always be differences of opinion. A majority of the participating controllers expressed a wish to be involved in the final choice of colour, but felt it was important that the use of colour was standard throughoutthe system and was the result of consultation and debate.
5.1.2 Text
The choice of font was as small as possible to enable the radar label