very advanced atm systems (india atc guild)

Very Advanced ATM Systems

Highlighted innovative features to face future’s Air Traffic Control

ATM, Airports & AirlinesIndia Initiatives for InfraestructureNew Delhi - October 2010

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INDEX

01 Introduction02 Higlighted Features

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INDEX

01 Introduction02 Higlighted Features

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India AAI ATC Challenges01 INTRODUCTION

Air Traffic

Increase Necessityof Air Space

Capacity Increasing

ControllerWorkloadIncrease

Safety

ATMAUTOMATIZATIO

N SYSTEM TOOLS

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Automation System - Mission

To enhance the safety of the flights by providing the controllerswith information of air movements from Surveillance Sensors suchas Radars, ADS B, ADS C, Multilateration Systems and WeatherData, Planning information such as Flight Plans, Route Availabilityand Flow Management and communicate control via Voice andData Link

01 INTRODUCTION

The Indra Aircon ATM system is one of the most advanced, safe and reliable ATM data processing and display systems available today,

boosting ANSPs’ capability to safely and efficiently manage the future air.

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Main System Features: Provides seamless operations: Compliance with current

interoperability standards Provides for Flexible Use of Airspace (FUA) Provides Advanced tools for ATCOs (based on 4D Trajectory) Improved service through optimised routing/profiling, reduced

ATC delays, enhanced ATS capacityHighly accurate 4-D trajectory prediction, integrated with

strategic and tactical constraintsDesigned for a direct routing environmentCapable of Strip-less or Paper Strip based ATC operation Very advanced sectorisation and jurisdiction management Enhanced Mode-S capabilityMonitoring aidsMTCD Sequencing and metering Air/Ground Data Link processing Integrated en-route and approach capability

Automation System – Key Benefits01 INTRODUCTION

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INDEX

01 Introduction02 Aircon Higlighted Features

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Reception and processing of AMHS/ADEXP messages. Validation and processing of flight plans entered from the AMHS/ or

from the controller workstations. Management of flight plan database and support of operator's actions. Analysis of flight plan routes and calculation of flight trajectory and

estimated times. Assignment of SSR codes (domestic flights), SID and STAR procedures. Distribution of flight plans to the SDP, EFSS, controller workstation, strip

printers and external users (e.g. adjacent ATC centers). Handoff management. Inter-centers coordination (AIDC). Management of the SFPL, RPL databases. Issue and transmission of AMHS messages. Update of flight plan estimates provided by the Radar Data Processing.

FDP - Flight Data Processing. Summary (I)

02 AIRCON HIGLIGHTED FEATURES

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Detection and identification of potential conflicts in standard separations of flight plans: Medium Term Conflict Alert (MTCD).

Forecasting of potential intrusion into restricted areas. Flow Management. Meteorological and Aeronautical Information management. Recording of flight plans for billing calculation and statistics. Validation and processing of NOTAMs entered from the AMHS or from

selected workstations. Management of restricted areas. Flow restrictions and slots, ready to process TACT messages (SAM,

SRM, SLC) (currently only for Eurocontrol member countries) Identification of flight plans as “RVSM equipped flight”. Identification of flight plans as “8.33 equipped flight”. Robust Contingency architecture. Standalone mode

FDP - Flight Data Processing. Summary (II)


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Features Highly accurate 4D profile information. Handles:

Conditional Direct Routes, TRA processing, Changes in Airspace Availability VFR/IFR Flight Rule changes, RVSM procedures, Holding, Runway in Use.

High level of accuracy, taking into account: Current system track position and horizontal and vertical speeds Winds data

Trajectory created following a sequence of restrictions (Constraint Points) Constraint Inputs:

Strategic ATC Constraints (adapted). Tactical ATC Constraints.

A Constraint Point contains: Position (NAV, SID/STAR, LoA’s, Area Crossing), and, eventually: Flight Level(s), Time ...

FDP – 4D Trajectory Calculation (I)


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4D Profile and Crossing Sector Calculation - Graphic Output examples -

Vertical View 2D View

FDP – 4D Trajectory Calculation (II)


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SAFETY VOLUME

The function considers each eligible flight plan surrounded by a safety volume (corridor)

FDP - Medium Term Conflict Detection (I)


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Time

T0 T1

DLH007

DLH008

Sector A

4D Trajectory

4D Trajectory

T1

20 Min

Actual Time11:39 UTC

Conflict Risc DisplayDLH007DLH008 11:58

Principle of Conflict Search

FDP - Medium Term Conflict Detection (II)


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H1

H2

V3

V1V1

V2

V2

V3

VERTICAL SEPARATION

• Three layers can be defined with different vertical separation criteria.

• Layers´ limits (H1, H2) and Vertical Separations (V1, V2, V3) are VSP.

• A different set of separation criteria can be defined for RVSM flights

FDP - Medium Term Conflict Detection (III)


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FDP – Internal Coordination

Transfer to next sector in route:

Coordination process transparent for controllers.

Remarked with colours in track label: - In Controlled position: marked with ORANGE colour.- In Future position: marked with RED colour.

Transfer to any sector: Request of Frequency:

Request of Transfer Level:

1: Transfer

level request2: Colours in track label

3: Negotiation process

Controlled position

Future position


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Coordination process transparent for controllers.

Supported both AFTN and OLDI/AIDC coordination with external centers.

Automatic Windows for external entry/ exit pending coordination dialogue:

Windows for manual Coordination process accessible from flight plan lists:

FDP – External Coordination


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FDP – ATFM

Shows all traffic during a Time Frame over an airspace Element, including: Aerodromes Reporting Points (e.g. route points) Sectors

The Flow Planning tool provides Traffic Lists Graphical Congestion Charts Congestion alerts


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ATFM - Flow Restrictions

MANAGEMENT OF RESTRICTION LISTS• Establishes the maximum number of flights per hour per element (Coordination fix or Adjacent Center), entered into the system.• System provides flights affected by restrictions .

MANAGEMENT OF SLOTS

• System creates lists of free slots.• System assigns nearest free slot to restriction-affected flight, upon controller request.

• Capability to swap slots between two flights.

Units connected to Eurocontrol CFMU TACT system, automatically perform this processing.


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ATFM– Arrival Manager (AMAN)

Approach or Flow Controller is presented with the following list of flights related to the arrival Manager function:• The list of all flights “unplanned”, but already active, indicating the landing runway is known.• For every landing runway in use, the list of all flights planned for that runway, sequenced on landing slots.

MANAGEMENT OF ARRIVALS

• A flight becomes eligible for sequencing when it enters the ARRSQ operational horizon, which is defined by a VSP time parameter (time left to reach the aerodrome), being its ADES one local aerodrome relevant for ARRSQ.

ARRSQ allocates automatically slot for the landing runway take into account:•Aircraft wake turbulence.•Runway configuration and preferences.•Flight priorities (emergency, rescue. low fuel, …)Arrival Ordering can also be done manually.


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• Some restricted areas categories.• Circles and polygons.• Upper and lower levels.• Removed after validity period expires.• Activated on daily or weekly basis or in predefined time intervals.• Displayed to Controllers (SDDs).• Can be used to inhibit STCA function (Military Maneuver Areas).• Intrusion check in advance for every created/modified FP.• Detection of intruding flights (tracks).• Processing of AUP/UUP (Airspace Use Plan / Updated Use Plan ) messages

FDP - Restricted Areas


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Automatic processing of Conditional Direct Routes (CDR)• All FPLs are checked regarding availability of CDRs; on negative result an

alternative route processed.• Each “filed route” is checked to determine if an available CDR would shorten

the flight path; on positive result the route is automatically updated.• The result is displayed to the controller.

Interface with AMC (Airspace Management Cell) • Processing of AUP/UUP (Airspace use plan) messages.

Interface with CFMU• Processing of CRAM (CDR availability message)

Allows efficient use of airspace by all users (military and civil)

FDP - Civil/Military Flexible Use of Airspace (FUA)


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Interfaces to the air segment for all Air Ground Data Link (AGDL) services regarding ADS-C/CPDLC and PDC/DCL messages.

Organizes the data link message exchange between systems and services networks (SITA/ARINC).

Determines the assignment of messages to the appropriate CWP, SDP, or FDP.

AGDL – Air-Ground Data Processing

Monitors the status of the data link connection to each flight and the operational procedures concerning specific flights. Manages the communication with the external world by storing aircraft addresses, and conversion and formatting of messages.

User Communications Interface

ACARS & ATN Networks(ARINC/SITA Providers)

Onboard FANS 1/A+ and ATN equipped A/C

CM/AFN Manager

ADS-C Manager

DCL Manager

CPDLC Manager

Redundant IP LAN or X.25

CM/AFN MessagesADS-C Messages CPDLC Messages DCL Messages

SDD HMISDD HMI

FDD HMIFDD HMISDPSDP

FDPFDP

A/C Logons, Contracts & Status

Database

DCL Dialogue

ADS Contracts,CPDLC Dialogues,Applications Status

ADS-C Position Report

ADS-C Track

Air-Ground Data Link Processing (AGDLP)

SNETSNET

ADS-C Alerts


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AGDL SACCAN SAMPLE: Classic ATS Operation Limitations in GCCC FIR/UIR (1) GCCC FIR/UIR has limited radar coverage. There are large parts of airspace with no radar surveillance and

just HF communication.

GCCC FIR&UIR RADAR COVERAGE


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The minimum longitudinal separation are as follows: 20 minutes; or 10 minutes above FL 280, provided that the ICAO table for the Mach

number technique is applied; or B-RNAV 80 NM separation for FL crossing on same direction traffics.

Although in the area covered by radar reduced separations are appliedto arriving and departing aircraft, the previous restrictive longitudinalseparation must be established before leaving the radar coverage.

30NM80NM

RADARCOVERAGE

AGDL SACCAN SAMPLE: Classic ATS Operation Limitations in GCCC FIR/UIR (2)

AREA WITHOUT RADAR

COVERAGE


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Canarias ACC was provided by Indra with SACCAN (ADS-CPDLC System for the Canaries) in 1999. SACCAN is an ATM System capable to provide:

ADS-C (Advanced Dependent Surveillance – Contract) CPDCL (Controller-Pilot Data Link Communications) Independent Flight Plan Processing, updated with Nationwide ATM

System Flight Plan Processing (SACTA). Safety Nets Multisensor Surveillance Data Processing Pseudotracks (tracks displaying based on Flight Plan Information)

Technical validation tests were carried from 2000 to 2004. Two phases of Operational validation tests were carried from 2005 to

2009 Due to those validation processes SACCAN was completely upgraded

to turn into an Operational tool for GCCC FIR/UIR Oceanic Area in August 2009.

AGDL SACCAN Sample: A FANS1/A solution to fix Classic ATS Operational limitation


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AGDL SACCAN SAMPLE: COMMUNICATIONS FEATURES

SACCAN

ATS

CLASSIC

VHF – Voice HF – Voice

Data/VoiceData/Voice

Data/Voice

ATS

VHFData/Voice


SITA/ARINC

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SACCAN

CLASSIC

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AGDL SACCAN SAMPLE: NAVEGATION

VOR/DME

INS

ATS

ILS

WAAS/EGNOSGPS/GNSS

GES

ATSMLS/ILS

LAASSBAS/GBAS


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CLASSIC

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AGDL SACCAN SAMPLE: SURVEILLANCE

SSR Code,mode CRange/Acimuth

Position Report(Voice)

SACCAN

ATS

FMS FMS FMS

AMSS

ATS

MSSR/PSRMode S

SITA/ARINC


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The implementation of FANS1/A services in August 2009 has broughtthe following operational benefits to the CGCC FIR .

Direct flight paths Optimal climb and descend profiles Increased access to cruise altitudes (closer to optimal) Reduced air-traffic controllers and pilots workload Increased level of safety. Application of more reduced separation minima and smaller

longitudinal separation (30 NM). For aircraft operators, these above improvements generates

savings in fuel and other operating costs. Direct routes and closely spaced airways. Elimination of bi-directional airways. Efficiency increased and simpler route structure The elimination of voice position reporting and complex

operational procedures.

More information about this operational implementation may be found at http://www.satmasat.com/

FANS1A ATS Operational Benefits in GCCC FIT/UIR 02 AIRCON HIGLIGHTED FEATURES

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CURRENT INDRA AGDL DEPLOYMENTECA, SACCAN

España

DATA LINK

ChinaPoland

Morocco

Cape Vert

Argentina

COCESNA

Portugal


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Communications front-end for radars, ADS-B stations and Wide Area MLAT.

Provides all the functionality for Conversion and Distribution of Radar Messages.

Validates the radar messages in radar native format.

Selects the best of the sensor input line.

Converts external radar formats to ASTERIX common internal format.

Distributes messages to internal users.

Filtering policies independently configurable for every user:

Recording of incoming data 24h / 7d.

Generation of informs and statistics.

Scalable to any reception and distribution of radar data needs.

SFE - Surveillance Front End

Input data from both sensor lines enter in each RDCU


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Radar Range and Azimuth Error Correction ADS Bias Estimation and Correction MLAT Bias Estimation and Correction

Removal of duplicated target reports Sensor Filter Intensity Filter Temporal Filter Geographical Filter Saturation Filter

Suppression of SSR Reflections SSR Split

Slant-Range Correction

SDP – Sensor Data Input Processor

Reception of Surveillance Sensor Messages

Bias Estimation and Correction

Plots Filtering

False Plots Suppression

Conversion from Sensor to System Coordinates


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This function is responsible for acquiring Mode-S data from the SSR Mode-S Enhanced radar source.

The SDDs shall be capable to display at the controller the following information from the Mode S data :

1A2D13: ICAO Address 320: Selected Altitude -43º: Heading (-180º to 180º) 181: IAS Knots M51: MATCH (:100 Match) 300: TAS 0: Inertial Vertical Velocity (feet/min) 0: Barometric Vertical Velocity (feet/min) 0: Track Angle rate (degrees/second) 0: Roll Angle (-90º <-> 90º) -43: True Track Angle (degrees)

These parameters shall be displayed as an extension to classical data block on demand.

SDP – SSR Mode-S Data Displaying

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This function is responsible for:

• Acquiring weather data from the PSR radar source.• Merging this data into a composite image.• Converting it into a displayable form and buffering it for release to displays.

SDP- PSR Weather Data Processing

A weather image from one radar consists of radial vectors of up to eight possible intensity values, representing low- or high-intensity clouds along each radial.

SDP- PSR Weather Data Processing


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SDP/SNET: Alerts Management (I)

Short Term Conflict Alert (STCA) Detection of potential violations of the separation standards. Takes into account both horizontal and vertical motion, speed and level. Two levels of conflict: Prediction (forecast) and Violation (de facto conflict). A different set of separation criteria can be defined for RVSM flights. RVSM Alert Condition Detection (any non correlated track or any track

correlated with a non RVSM equipped flight plan and located inside the RVSM airspace defined in the DBM).

Minimum Safe Altitude Warning (MSAW) Checkout of AFLs below pre-defined safe altitude of pre-defined areas. Special treatment of landing/takeoff profiles to ensure additional accuracy.

Restricted Areas & Hazardous Weather Intrusion Detection (APW) Detection of potential intrusion into Restricted or Hazardous Weather Areas. Two levels of warning: Prediction (APW) and Violation (de facto conflict).


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SSR Code Distress and SPI Special processing & warning of 7500, 7600, 7700 codes and SPI indicator.

Duplicated Mode 3/A Code Warning Warning after detection 2 or more equal Mode 3/A Codes

Duplicated ADS-B/Mode S Callsign Warning Warning after detection 2 or more equal Callsigns via ADS-B / Mode S

ADS-C Integrity Alerts Pilot Route Insertion Error (RIE).Navigation Integrity Control (NIC) by position discrepancy and Figure Of Merit (FOM) change.ADS-C Emergence Mode.

AGDLP Notification Alerts ADS-C Reports Out of Time or Missing. ADS-C/CPDLC Message Validity Notification ADS-C/CPDLC Link Actions Alerts Departure Clearance (DCL) Alerts

SDP/SNET: Alerts Management (II)02 AIRCON HIGLIGHTED FEATURES

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Route Conformance and Adherence Monitoring (RAM) Estimated time over fix monitoring (longitudinal conformance). Positional route monitoring (lateral conformance). Vertical profile monitoring (vertical conformance).

Cleared Level Adherence Monitoring (CLAM) Conformance of actual flight level (Mode C) with last assigned level (CFL).

SDP/SNET: Alerts Management (III)

to

Level ATC Constraint

Change toInstructed Level

LEGENDLevel Behaviour

Vertical ClearanceBehaviour

Vertical MovementBehaviour

Trajectory PredictionVertical Profile

New Instructed Level

Cleared Altitude Margin

Cleared Altitude Margin

Instructed Level

Level Vertical Clearance Vertical Movement Level on Instructed Level


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Heading Alarm Conformance of the current flight heading according to a range of tolerance

defined in the Data Base.

8.33 Alarm Alert displayed when a not 8.33 equipped aircraft is over a specific level

defined in the Data Base.

RVSM Alert The system provides RVSM Alerts for non-correlated tracks, or tracks that

are correlated with non-RVSM equipped Flight Plans, entering, or predicted to enter, RVSM notified airspace.

Aircraft Identification FP-track association, Flight handoff, Synthetic tracks.

System Track Distribution Distribution of system tracks to internal users, including filtering when

necessary.

SDP/SNET: Aircraft Identification02 AIRCON HIGLIGHTED FEATURES

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39

Orlando MonagasAv. Bruselas 3528108 Alcobendas, Madrid - EspañaT +34 91 480 5923F +34 91 480 6041www.indra.es

very advanced atm systems (india atc guild)

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