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. In the Überlingen accident report, BFU (German Federal Bureau of Aircraft Accidents Investigation) recommended the initiation of RA downlink development.ĮUROCONTROL in 2003 launched the Feasibility of ACAS RA Downlink Study (FARADS) Project.In 2003, the High Level European Action Group for ATM Safety (AGAS) advised to investigate the feasibility of RA downlink.In 2001, following an incident in Copenhagen, the Danish Accident Investigation Board recommended that it should be considered whether controllers should have access to Mode S transponder RA information.Safety recommendations concerning RA downlink have been made by a number of organisations and advisory groups. More up-to-date traffic information, especially to other aircraft in the vicinity.Reduced likelihood of contradictory clearances.Potential benefits of RA downlink include: That instruction could contradict the RA. If controllers do not know that the aircraft is responding to an RA, they might issue an instruction in an attempt to resolve the conflict. Pilot reports are sometimes lengthy, unstructured, incorrect or incomplete, requiring repetition or clarification from the controller. Pilots report only 48% of Climb or Descend RA, while ICAO requires that RAs requiring a deviation from the current ATC clearance or instruction are reported. ![]() Studies conducted in 2009 indicate that 50% of all RAs are reported within 16 sec. Pilots often fail to report an RA to ATC or delay their reports. More recently RA downlink is also used to display RA information on controller working positions by some ANSPs. RA downlink is used for offline monitoring of ACAS. RA information is transmitted to the ground via different channels. The controllers' situational awareness may diminish if an aircraft departs from its clearance as the result of an RA and the pilot does not promptly report this. Typically, controllers only know about RAs when, and if, pilots report them. The RA takes precedence over ATC instructions and the controller should not interfere with the resulting collision avoidance manoeuvre. Resolution Advisories (RAs) are issued to the pilots by the Airborne Collision Avoidance System ( ACAS) (also referred to as TCAS - Traffic alert and Collision Avoidance System) if a risk of collision is identified.
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