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,

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

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

FPLs FDP

Alignment

IFPL,ICHG,

ICNL,IDLA

IAPL,IACH

FPLs FDP

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

Active

Standby

Fallback

Active

Fallback

Standby

• 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

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

Dubrov

-------------------------- Radars, ADS-B and Multilateration--------------------------

IFPL,ICHG,

ICNL,IDLA

IAPL,IACH

Reduced

FPLs FDP

Alignment

COOPANS

IFPL,ICHG,

ICNL,IDLA

IAPL,IACH

Reduced

FPLs FDP

IFPL,ICHG,

ICNL,IDLA

IAPL,IACH

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

ATC Controller

Sensors

NTP servers

Technical

supervisor

I_Sensors

I_AFTN

Operational

supervisor

External

clients

I_TrackOut

CroATMS

I_Logs

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,

FPLs FDP

Alignment

Full Cont.

FPLs FDP

Alignment?

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

Founded in 1981 Hometown Stockholm Focus on …Hometown Stockholm Focus on Air Traffic Management...

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