CURRENT TRENDS AND FUTURE ROADMAP ATM SOLUTIONS

Transcription

1 CURRENT TRENDS AND FUTURE ROADMAP ATM SOLUTIONS October 2011

2 INDEX 01 Current ATM products 02 Advanced systems 03 Ambitious international programs 04 Future solutions 2

3 CURRENT AUTOMATION SYSTEMS ATS Automation Systems To enhance the safety of the flights by providing the controllers with information of air movements from Surveillance Sensors, PRS, MSSR Mode S, Data Planning information such as Flight Plans, Route Availability and Flow Management; and communications control via Voice and Data Link 3

4 CURRENT AUTOMATION SYSTEMS ATS Main Functions Multi-Sensor Surveillance Data Tracking & Fusion Safety Nets (STCA, APW, MSWA ) 4-D Trajectory Prediction Medium Term Conflict Detection (MTCD) RVSM Operation AIDC/ICAO Coordination 4

5 Automation Systems Automation System - Interfaces Surveillance Sensors & Ground Stations A-SMGCS Monoradar Target and Weather, ADS-B & MLAT & SMR ACC/APP/TWR Controllers Commands Data Display OLDI/AIDC System Tracks Sectorisation Adjacent ATS Centres VCCS Voice Comms AFTN/AMHS ATS flight plan messages Flight Data System Tracks Air Defence Units AIS Aeronautical Information Service AIS messages & files ATM System CM, ADS-C, CPDLC messages FANS/ATN Aircraft MET National Met Office Airport FIDS Met GRIB messages ATS flight plan messages AFL panel Navaids & ILS Monitor MET sensors info Commands Data Display Assistants & Supervisors Time Sync Terminated FPs Playback Sync GPS-TRF Time Reference Billing System Airport Tower Panels VRP Voice Recording 5

6 SURVEILLANCE & NAVIGATION PRODUCTS ROADMAP INDRA SURVEILLANCE PORTFOLIO EVOLUTION MSSR MODE S Elementary Surveillance (ELS) Mode S Transmitter Selective Addressing Aircraft Identity function Experience since 1990 MSSR MODE S Enhanced Surveillance (EHS) DAP Extraction: MAGNETIC Heading Selected Altitude Track Angle Rate Ground Speed Air Speed Vertical Rate Roll Angle True Track Angle MSSR IRS-20MP/L 2nd generation LVA 24 db Three racks Open Architecture COTS Products Half Angle Monopulse MSSR IRS-20MP/L 3rd generation LVA 27 db Three racks New Control & Monitoring System New Comms Equipment 100 MODE S TRANSMITTERS DEPLOYED Full Mode S capability PSR: ASR12 ARS12 Upgraded WAM Vigilant (Roke) MSSR IRS-20MP LVA 20 db Two racks Phase Monopulse Used in Spanish TMA MODE S TRANSMITTERS FOR POEMS PROGRAM (EUROCONTROL) (Indra wins the tender to provide) MULTILATERATION Barcelona 39 Rx Stations 6 Tx Stations 6 Transponders SMR & MLAT Data Combiner SSR IRS-10 Long life ( ) Three IRS-10 still running SOLID STATE MODE S TRANSMITTER PROTOTYPE Peak Power 2510 W. 64,5% Duty Cycle during 2,4 ms. Long term Duty Cycle of 6,6%. MTBF > hr CW SMR 5W Continuous Wave Hig Resolution: < 6m ADS-B 250 NM Coverage High Processing Capacity: > 500 Targets

7 CNS INTERFACES OVERVIEW SURVEILLANCE SYSTEMS MISSION To enhance air traffic safety and to increase efficiency by providing advanced and reliable surveillance systems composed by modern and proven sensors with consistent integration platforms driven by customers operational needs Indra s surveillance systems have been designed & developed to provide ATM systems with the best quality data 7

8 RADAR INFORMATION PRIMARY SURVEILLANCE RADAR SYSTEM TAR and TMA applications. ASR system provides improvement levels of safety, integrity, maintainability and reliability to enhance the quality of service and overall safety of operation. Full solid-state technology. Operation as Stand-alone or co-mounted with a SSR radar 8

9 RADAR INFORMATION MODE S SECONDARY SURVEILLANCE RADAR En-Route, TMA and approach surveillance applications High density traffic supported, processing 256 NMi with more than 900 targets in coverage. The use of 25 ft steps in Mode S altitude reports allows reducing vertical separation minima standards (RSVM). Full Elementary and Enhanced Surveillance performances approved by Eurocontrol 9

10 RADAR INFORMATION SMR, SURFACE MOVEMENT RADAR Detects static and moving targets on the APRON area, taxiways and runways. Allows airport tower controllers to supervise the movements of any aircraft or vehicle in all the airport s surface even in low visibility conditions caused by rain or fog. Integration with the multi sensor tracking and fusion 10

11 COMMUNICATION SYSTEMS VCCS, VOICE COMMUNICATION SYSTEMS Past and present air traffic management lead to increased demands especially for Voice Communication Systems in terms of performance, capacity and safety Higher Safety Cost Efficiency Digital Technology Full integration with the Automation System (FDP) and with existing customer Data Networks. Voice/Data Integration Complete integration with IP Radio equipments (DRCI), IP devices and RCMS. 11

12 CURRENT AUTOMATION SYSTEM BROAD RANGE OF ATM SOLUTIONS SACTA VAFORIT Maastricht Eurocontrol itec-efdp World leader for FDP with the support of leading European ANSPs (Aena/DFS/NATS) Automation / AIS,AMHS,AIM TWR Integrated Sys. ATC Simulation ADS / CPDLC Extensive suite of products and demonstrated SMR / A-SMGCS VCCS integration capabilities ode S 12

13 INDEX 01 Current ATM products 02 Advanced systems 03 Ambitious international programs 04 Future solutions 13

14 Advanced European Programs From SACTA to AENA itec System More than 25 years of partnership Integrated network of automation systems for all centers and control towers in Spanish Airspace 4 Interoperating ACCs, 8 TMAs, over 30 Towers. All most modern functions included Implements Spanish Single Sky Continuous technological evolution SACTA I: SACTA II: SACTA III: SACTA IV / itec V1: moving forward SDP Surveillance Data Processing FDP Flight Data Processing MET/AIS Meteorological and Aeronautical Information 14

15 Advanced European Programs Maastricht Upper Area Control Center / EUROCONTROL Next Generation Interoperable FDPS - Operational since December 12, 2008 Maastricht UAC manages 260,000 km2 of upper airspace above the Benelux countries and northwest Germany Maastricht UAC is one of the busiest airspaces in the world Maastricht UAC is handling more than 1.5 million IFR flights a year 15% of all flights passing through the European continent use MUAC s airspace Peak of over 5,000 flights a day in summer The airspace managed by MUAC is one of the densest and most complex in Europe In spite of high traffic density and airspace complexity MUAC is the most productive air navigation service provider in Europe (Source: ATM Cost- Effectiveness Benchmarking Report, May 2009). Maastricht UAC and Indra teams were awarded by the prestigious Jane s Airport magazine in the category Future System Award. 15

16 Advanced European Programs icas: itec Center Automation System for DFS First step: P1/VAFORIT, operational in Karlsruhe in Dec 2010 Karlsruhe centre has a 64 Airspace Sectors capacity with 120 CWP DFS controls over 3 million flights a year, with a punctuality >95% More than 1900 Air Traffic Controllers working at DFS 16

17 ADSB-GSS ADS-B CONCEPTS Automatic: Aircraft equipped with ADS-B broadcast automatically information about Identification, Position, Velocity Vector and Flight Status. Dependant: Information depends on aircraft equipment capabilities. Surveillance: ADS-B provides surveillance over ADS-B equipped aircraft. Broadcast: Information is broadcast from the aircraft using 1090 MHz Extended Squitter messages in Mode S Down Format DF18. ADS-B Ground Station: Consists mainly on: 1090MHz antenna. 1090MHz receiver. DF18 message decoder. On-coverage aircraft list. Output message formatter in ASTERIX Cat

18 SVM-WAM WAM CONCEPTS Wide Area Multilateration is a way to locate the exact point of a broadcast message over a large space area. Multilateration technique (MLAT) is based on geometric calculations using the time difference in the signal arrival (TDOA) of an radio emission (1090 MHz) to several receivers separated apart tenths of kilometres. MLAT Accuracy depends on two factors: Receiving stations topology: depends on the coverage requirements. Precise time stamping of signals received: depends on the time synchronization method used. 18

19 INDEX 01 Current ATM products 02 Advanced systems 03 Ambitious international programs 04 Future solutions 19

20 SESAR Programme Setting the scene: what is SESAR? The Single European Sky ATM Research (SESAR) Programme is the technical pillar of the SES initiative launched by the EC in 2004 SESAR is aimed at developing the next generation ATM system for Europe, which will enable to handle more traffic with greater safety and at a lower cost. SESAR consists of a team of public & private partners (15 members plus 2 founding ones) who represent the whole aviation community and are committed to building the future of flying today 20

21 ATFM Overview SESAR Evolution: From CFMU to NIMS Flow Management Demand/Capacity Balancing Point to Point Exchanges Network Operations Plan Centralised Management Distributed Management Specific Flow Measures Predefined Scenarios Central Decision Making Collaborative Decision Making Isolated Stakeholders Interoperability 21

22 ATFM Overview SESAR Integrated Flow Management Layout Flow Management becomes a hierarchical process, involving all relevant stakeholders SESAR Flow Management Systems SWIM Regional Subsystem Regional Manager Sub-Regional Subsystem FAB Manager-1 FAB Manager-2 FAB Manager-3 Local Subsystem Local Network Manager-1 ACC Airport AOC Local Network Manager-2 ACC Airport AOC 22

23 ATFM Overview Airport integrated in Flow Management Total Integration of Airports in the Traffic Planning processes Information shared by means of CDM processes Avoids that Airports become a bottleneck 23

24 ATFM Overview Increase of Airline involvement in overall performance Airlines become aware of traffic situation: Information is shared. Possibility of refilling FPs to avoid further restrictions Airlines become part of the solution instead of part of the problem 24

25 INDEX 01 Current ATM products 02 Advanced systems 03 Ambitious international programs 04 Future solutions 25

26 DEFINITION PHASE ATM CONCEPTS: Operations (7 pillars) It describes how the next generation ATM system needs to work in the future so that we can achieve the SESAR goals Automatio n 4D Trajectory Management New Separation Modes Integrated Airport Operations Collaborative Decision Making (CDM) Network Operations Plan (NOP) System Wide Information Management (SWIM) 26

27 DEFINITION PHASE Trajectory Management 4D Trajectory to become the core of the ATM system Integrating every user needs for the sake of efficiency (performancebased operations) User preferred routing instead of fixed routes User becomes the owner of the trajectory Transition from airspace-based to trajectory-based environment Airspace should not be a constraint to trajectories Trajectory = Business intentions + ATM, APT, FLOW constraints Associated to all the data needed to describe the flight: trajectory prediction, aircraft derived data (ADD), etc The objective is to enable flights with a minimum number of constraints 27

28 DEFINITION PHASE Collaborative Planning & Decision Making Collaborative Decision Making (CDM) process involves a common situational awareness Sharing Common awareness Improving decisions The key tool to ensure a common view will be the Network Operations Plan (NOP) Dynamic rolling plan for continuous ops, rather than a series of discrete daily plans It works with a set of collaborative applications providing: access to traffic demand, airspace and airport capacity and constraints scenarios to assist in managing diverse events and simulation tools for modelling them Its aim is to facilitate the processes needed to reach agreement on demand and capacity 28

29 DEFINITION PHASE Integrated Airport Operations Airports to become an integral part of the ATM system Extension of trajectory management to movement on surface No gaps! In order to increase the throughput is a key challenge (bottleneck) but could be achieved through: Optimisation of Runway Occupancy Time (Brake To Vacate, Uplink of runway exit, etc) Optimised turn-around management (landside & terminal processes) Optimisation of separations Wake-vortex forecast and real-time prediction Runway parallel, crosswind, interlaced and mixed-mode operations Improved operations under low visibility conditions (i.e. EVS, improved weather forecasting, etc) to stay close to normal: (Equivalent Visual Operations) complemented with the use of un-congested airports and remote TWR concept Using the Airport Resources Planning (FOC) Coordination between stakeholders to obtain an improved use of available capacity Sequencing tools: DMAN and SMAN within A-SMGCS 29

30 DEFINITION PHASE New separation modes The separation modes change: new modes are created to increase capacity Improved precision (positioning) thanks to availability of very accurate trajectory data Enhanced controller tools to minimise their tactical intervention (deconflicting) Increased validity of the clearances This has an different impact in the two categories of airspace: Managed: separation service provided by ANSP but could be delegated to flight crew Unmanaged: separation by flight crew (see-and-avoid, sense-andavoid, etc) The new separation modes will fall into three categories: Conventional modes as used today but with better data and tools Ground-based Precision Trajectory Clearances (PTC): 2D and 3D routes, 4D contract Airborne Separation Assurance Systems (ASAS): cooperative & self-separation 30

31 DEFINITION PHASE System Wide Information Management (SWIM) SWIM is one of the cornerstones of SESAR It s a basic element of SESAR underpinning the entire ATM system (including aircraft and ground facilities) and supporting CDM processes Based on the interconnection of automation systems Involves a transition from message exchange to information publishing, using and contributing Each participant or actor will be able to provide and consume information which will be made available in a timely and secure manner Includes the definition of a data model and the associated services The information to be exchanged needs to be modelled (6 data domains: DCB, Meteo) and an ATM Reference Model needs to be established and agreed Tech systems participating in SWIM to fulfil IOP reqs (middleware and application layers) 31

32 DEFINITION PHASE System Wide Information Management (SWIM) Airspace Users SWIM Trajectorie NETWOR s K ANSPs Airports 32

33 DEFINITION PHASE Humans and Automation Strategy Automation systems will keep providing the controllers with the support they need in order to handle the expected demand/traffic growth. There will be a change in roles and responsibilities: Humans: will be in charge to choose between alternatives and make decisions Automation Systems: will manage complexity and expand information (acquire, compile, etc) supporting it to humans Controller work will become more added value and less routine, reducing workloads overall. HUMANS WILL BE AT THE CORE OF FUTURE ATM OPERATIONS 33

34 ATM International & Airports Ctra. De Loeches N Torrejón de Ardoz, Madrid España T F Also office in INDIA, 5th Floor, B Wing, 61, IFCI Towers, Nehru Place, New Delhi