founded in 1981 hometown stockholm focus on …hometown stockholm focus on air traffic management...
TRANSCRIPT
Christer Schörling
Managing Director
Si ATM own products
Operational ATM systems
Simulators
ATM related tools
Hometown Stockholm
Focus on Air Traffic Management
Founded in 1981
Moscow ATC centre, the 80’ths
Area, Approach, Aerodromes and Simulator
Life prolongation updates
The system is still operational
New Hong Kong ATM System,
UFS
ATRACC
ATM system Riga FIR
Area, Approach, Aerodromes and Simulator
First contract 1996
Developed in close cooperation with user
New Hong Kong ATM System,
UFS ARES;
ATM Radar
Emergency
System
Systems to
Zagreb, Pula,
Zadar, Split &
Dubrovnik
Bahrain
Jeddah
Muscat
Dammam
Doha
Riyad
Kuwait
Teheran
Abu Dabi
BATMAS – FDPS
for Bahrain FIR
Next Previous Return
MAATS – Moldavian Advanced Air Traffic Management System
• Centralised Multi Sesnor Tracker
• Enhanced Mode-S, ADS-B, MLAT
• Fully Automatic FDP
• Complete Safety Nets
• Full OLDI
• CFMU / IFPS
• Controller HMI
• Redundant Architecture
• Latest Equipment Technology
• CPDLC = Controller Pilot Data Link Com.
• Test and Development System
• SESAR Compliant
• Operational 2013
New Functionality – ongoing developments
• CPDLC
• Free Route Airspace
• Expanded OLDI
• Network Manager FSA, AFP, CPR
• LARA / PRISMIL
• AIXM 5.1
• AMAN
• DMAN
• CDM
• SESAR Compliance in general, EC 716/2014
ATC Simulators
Quality & Safety Management
ISO certified since 2006-10-30.
Work in accordance with EC regulations:
No 1032/2006 (OLDI)
No 633/2007 (FMTP)
No 73/2010 (AIXM 5.1)
No 1206/2011 (Mode-S)
No 29/2009 (CPDLC, ATN)
No 482/2008 (SW Safety Ass.)
Eurocontrol ESARR 6
No 716/2014 and
and other relevant standards.
Fallback / Contingency
Systems
London-wide air traffic control failure was
caused by an unprecedented computer fault
The computer error that caused the skies over London to be cleared of
planes had never been seen by engineers before, according to the
company in charge of the system.
Air traffic control firm NATS said the computer error had restricted air
traffic controllers’ ability to deal with high volumes of aircraft.
NATS said its systems were up and running again last night but that
knock-on effects were still affecting airports today.
Travel problems continue into weekend after glitch at air traffic control
centre that transport secretary calls ‘unacceptable’!
The Independent Saturday 13 December 2014
General on FBS
Main purpose of FBS is to perform in case of:
1) Emergency; Failure in main
2) Planned shorter switch-off of main
3) Longer unavailability of main
4) Replacement of main
Requirements on FBS
• Constantly available
• Not fail when main fails
• Aligned operational context
• Sufficient functionality
• Functionality & HMI similar as main
• Easily maintainable
• Use the working positions of main
• Possible to develop further
Si ATM solution
• Reuse of well-proven Si ATM products
• Software different from main
• Same surveillance input
• Functionality; MST, SNET, CWP, FDP ….
• Emulate HMI of main
• Main FBS connection
• KVM switch
• Redundant, Si ATM advanced functions
Contingency Systems
1) Clear the skies
UFS Hong Kong
2) Continued reduced operations
ARES Croatia
3) Continued full operations
To be discussed
Hong Kong Ultimate Fallback System (UFS)
• Clear the sky
• One operational system and one test
configuration
• Single servers
• Online system with 86 CWP + 6 tech. supervisors
• Voice recording and playback
Full
FPLs
SDP
MST
STCA
MSAW
APW
APM
Su
rveil
lan
ce
data
AFTN/
AMHS
ATS
Units
MTCD
MONA
AMAN
ADS-C
CPDLC
DCL
FDP
Data
Link
CWPs
AIDC
Full
FPLs
SDP
MST
STCA
MSAW
APW
APM
Su
rveil
lan
ce
data
AFTN/
AMHS
ATS
Units
MTCD
MONA
AMAN
ADS-C
CPDLC
DCL
FDP
Data
Link
CWPs
SDP
MST
STCA
MSAW
APW
APM
Mini
FPLs FDP
Su
rveil
lan
ce
data
Alignment
UFS
AIDC
AT3
IFPL,ICHG,
ICNL,IDLA
IAPL,IACH
Full
FPLs
SDP
MST
STCA
MSAW
APW
APM
Su
rveil
lan
ce
data
AFTN/
AMHS
ATS
Units
MTCD
MONA
AMAN
ADS-C
CPDLC
DCL
FDP
Data
Link
CWPs
SDP
MST
STCA
MSAW
APW
APM
Mini
FPLs FDP
Su
rveil
lan
ce
data
UFS
UFS Overview
No software, computers or network equipment in common with the main system - but uses the same monitors, keyboards, mouses and loudspeakers. Each controller can individually select which system; main, fallback or UFS, that shall provide information on his/her monitors using a KVMA-switch
UFS Overview (contimued)
• Surveillance data; dual serial lines + network connections. 5 radar stations and two ADS-B feeds, True multi-sensor tracking
• Weather data; from radars
• Flight information; is continuously fed from the main systems keeping a database of abbreviated flight plans up to date.
• QNH; direct from met-office.
• Safety Nets; STCA, MSAW, APW, and APM
• Controller HMI; adapted to AT3
• Recording; of data for playback and recording of voice from main VCS and from the Direct Radio Communication System (DRCS) for playback.
• Monitoring and control using SNMP
UFS, Controller Functions
• Same track symbols as in AT3, labels configurable
• Automatic and manual coupling
• Flight jurisdiction
• Coordination between sectors
• Flight lists (inbound/outbound), configurable
• SNET alerts same presentation as in AT3
• Prediction lines
• Separation probe
• QDM
• Weather radar presentation
• Presentation filters
• Maps
• Pointer symbol communication
• Status of interfaces
UFS Context
UFS Flight Plan Data
Main
Active
Main
Standby
Fallback
Active
Fallback
Standby
UFS
• Aircraft Identity
• Status
• EOBT
• ADEP
• ADES
• Assigned SSR-code
• Aircraft type
• Wake turbulence
• Owner (controlling
sector)
• CFL
• RVSM status
• FIR exit point
• FIR exit level
• Coordination target
• Coordinated level
• Arrival runway
• Notes
CWP
Databases synchronization
At connection; clear database and download Operative flight plans.
After the initial establishment of the connection, the AT3 system will send a Flight Data Message
• any time a new flight is created with a Flight Plan State of Operative,
• when a flight’s Flight Plan State changes to Operative,
• when an existing Operative flight’s data is modified or a flight’s Flight Plan State changes to Cancelled.
A flight plan becomes Operative when either the EOBT or the FIR entry time is within this VSP time of current system time.
Croatia ATM Radar Emergency System (ARES)
• Clear the sky and continued reduced operations
• Five operational installations + one test configuration
• Two redundant configurations and four with single
servers
• Zagreb online with 55 CWP + one technical
supervisor
ATM Radar Emergency System (ARES)
Croatia
COOPANS
Zagreb
Test
Zagreb
ONL
Pula
ONL
Zadar
ONL
Split
ONL
Dubrov
ONL
AFTN
-------------------------- Radars, ADS-B and Multilateration--------------------------
IFPL,ICHG,
ICNL,IDLA
IAPL,IACH
Full
FPLs
SDP
MST
STCA
MSAW
APW
APM
Su
rveil
lan
ce
data
AFTN/
AMHS
ATS
Units
MTCD
MONA
AMAN
ADS-C
CPDLC
DCL
FDP
Data
Link
CWPs
SDP
MST
STCA
MSAW
APW
APM
Reduced
FPLs FDP
Su
rveil
lan
ce
data
Alignment
AFTN/
AMHS
OLDI
ARES
COOPANS
IFPL,ICHG,
ICNL,IDLA
IAPL,IACH
Full
FPLs
SDP
MST
STCA
MSAW
APW
APM
Su
rveil
lan
ce
data
AFTN/
AMHS
ATS
Units
MTCD
MONA
AMAN
ADS-C
CPDLC
DCL
FDP
Data
Link
CWPs
SDP
MST
STCA
MSAW
APW
APM
Reduced
FPLs FDP
Su
rveil
lan
ce
data
AFTN/
AMHS
IFPL,ICHG,
ICNL,IDLA
IAPL,IACH
ARES
ARES Surveillance Data Processing
ARES is dimensioned for
• 8 surveillance sources via network or serial
ports.
Currently six connected and seven configured.
• 1.000 simultaneous fully labeled aircraft targets.
• 2.000 plots or ADS-B reports per second
• True multi-sensor tracking
• Track broadcasted to external systems (e.g.
SASS-C)
ARES Functional Overview
• Flight Data Processing
• Essential flight data from COOPANS and AFTN (ADEXP)
• HMI similar to main system
• Safety Nets
• Short Term Conflict Alert (STCA)
• Minimum Safe Altitude Warning (MSAW)
• Area Proximity Warning (APW)
ARES Functional Overview (continued)
• Information data processing • QNH from METAR/SPECI
• Map data handling (editing, etc)
• Operational supervisor functions
• Center configuration similar as main system
• TSA management
• Recording and playback • System data recording and playback
• System monitoring and control • Centralized monitoring from Zagreb based upon SNMP
ARES, Controller Functions
• Same track symbols as in main system, labels configurable
• Automatic and manual coupling
• Flight jurisdiction same as main system
• Coordination between sectors same as in main system
• Coordination with next FIR
• Flight lists (FPL and Sector), configurable
• SNET alerts same presentation as in main system
• Separation probe
• Prediction lines (speed vector)
• QDM
• Presentation filters
• Maps
• Status of interfaces
ARES Context
ARES
ATC Controller
Sensors
AFTN
NTP servers
Technical
supervisor
I_Sensors
I_AFTN
I_NTP
Operational
supervisor
External
clients
I_TrackOut
FIXER
Radar
WAM
ADS-B
CroATMS
I_KVM
I_Logs
I_XML
ARES Connection to Main System
• Manually open channel from technical supervisor
• Show main system status
• Manually start synchronizing
• Deletes all flight plans
• Insert flight plans from main system
• Synch ready message
• When synchronized
• All changes in main system sends update data.
• Controlling sector not included in the data
ARES Flight Plan Data
Full operational contingency
• Continued full operations
• To be discussed referencing the figures.
ICAO &
ADEXP, Flow,
etc
Full
FPLs
SDP
MST
STCA
MSAW
APW
APM
Su
rveil
lan
ce
data
AFTN/
AMHS
ATS
Units
MTCD
MONA
AMAN
ADS-C
CPDLC
DCL
FDP
Data
Link
CWPs
SDP
MST
STCA
MSAW
APW
APM
Full
FPLs FDP
Su
rveil
lan
ce
data
Alignment
AFTN/
AMHS
MTCD
MONA
AMAN
ADS-C
CPDLC
DCL
OLDI
Full Cont.
Full
FPLs
SDP
MST
STCA
MSAW
APW
APM
Su
rveil
lan
ce
data
AFTN/
AMHS
ATS
Units
MTCD
MONA
AMAN
ADS-C
CPDLC
DCL
FDP
Data
Link
CWPs
SDP
MST
STCA
MSAW
APW
APM
Full
FPLs FDP
Su
rveil
lan
ce
data
Alignment?
AFTN/
AMHS
MTCD
MONA
AMAN
ADS-C
CPDLC
DCL
ATS
Units
Data
Link Full Cont.
Conclusions
• Contingency systems are becoming mandatory
• Si ATM has solutions for all the three levels
• Si ATM has plug-and-play solution for COOPANS