gs applications in kiruna
DESCRIPTION
GS applications in Kiruna. A Swedish ADS-B validation site Göran Hasslar CNS/ATM Applications Systems Engineer. Kiruna specifications. Kiruna is the most Northern Airport in Sweden No radar coverage in TMA below FL 80 Airlines require improved SUR service 10 schedule movements per day - PowerPoint PPT PresentationTRANSCRIPT
ASAS TN 6-8 October 2003
GS applications in Kiruna
A Swedish ADS-B validation site
Göran HasslarCNS/ATM Applications Systems Engineer
Göran Hasslar / SCAA2
Kiruna specifications Kiruna is the most Northern Airport in Sweden No radar coverage in TMA below FL 80 Airlines require improved SUR service 10 schedule movements per day Some charter Limited GA and military traffic Aircraft winter testing Experimental activities; UAV, Esrange Frequently complicated weather situations
Göran Hasslar / SCAA3
System Transceivers currently installed in one
helicopter and one aircraft, but no CDTI One Ground Station installed ADS-B ground network
– Easy data transfer between different locations Kiruna-Luleå or Kiruna-Sturup
ADS-B/ Radar display. One for air and one ground display
Göran Hasslar / SCAA4
Applications to be used ATC surveillance in non-
radar areas (ADS-B-NRA)– Radar and ADS-B mix in the
southern part of Kiruna TMA. Airport surface surveillance
(ADS-B-APT)– Mix of equipped and non-equipped– Low flying helicopters
Controller – ”Now we can see what we earlier only heard.”
Göran Hasslar / SCAA5
Operational changes Procedures
– Basic radar-like procedures. Overlay of radar procedures to GPS procedures.
– No change in separation minima to in near future, but later on after more tests and built up confidence
– Some new procedures for seamless flight is foreseen, but no revolutionary or extensive ones
Phraseology– Some new minor for example ”Radar contact” will be changed to
”ADS-B contact” CDM enabler for AOC or other users on the
ground
Göran Hasslar / SCAA6
Operational changes New routings to be used depending of ADS-B equipped or
not. Procedural/non-procedural traffic
RWY 03 RWY 21
Example by Robin Garrity at Qinetiq
Göran Hasslar / SCAA7
Validation snapshot Validation aims and objectives identified; foreseen is a more safe
(i.e surveillance in bad weather conditions and better SAR) and efficient ATM
Continue with the live tests during next year – some already performed to test quality of ADS-B (with and without DGNSS)
Controllers and pilots highly involved – this is not (only) best engineering guesses
Set of Aims & high level objectives
: Exercise Preparation Data collected Analysis
Exercise Execution
Conclusions on aims&objectives
Validation exercise design
Validation plan
Exercise report
Göran Hasslar / SCAA8
Future validation possibilities Test trails with more traffic – planned installation of
transceivers in 10 to 15 GA Other AS and GS application with the addition of CDTI.
Next step could be ATSAW and then Spacing and so on. Eurocontrol NRA validation activities might be performed
in Kiruna during end 2003 and 2004. Introduce other services such as FIS-B and validate more
aspects of the implemented system
Göran Hasslar / SCAA9
Safety snapshot Application was handed over to
Swedish Aviation Safety Authority for Entry control 2003-06
Safetycase for all system parts Safetycase for the surveillance
application is maturing Into operation Q2 2004
Helicopter pilot – ”It feels safe to be seen by ATC”
Göran Hasslar / SCAA10
Biggest safety issues Complicated safety case for the
whole chain – including the transceivers. How to make sure that no “low-quality” transceiver used by anyone in Kiruna TMA?
All new for the Safety Authority, no operational history for the system
Unforeseen issues pop-up Data collection to convince
yourself and others
Göran Hasslar / SCAA11
Other validation projects ITS Arlanda – 2005
– Validate separation algorithms and application benefits – simulation
Ground Arlanda – 2005– Validate ADS-B as part of A-SMGCS – Live tests with ADS-B and TIS-B
Enhanced General Aviation Operation Application –EGOA –2005 – 40-50 GA, sail, balloons and other equipped with transponder and
small pocket CDTIs.– Live tests with ADS-B (both to ATC and pilots) and FIS-B– Three airports with ground station and RDP with ADS-B
Göran Hasslar / SCAA12
Next steps ADS-B In Arlanda SMGCS for operational use 2003-11,
including CDM project Bus coordination, 2003-10 Use of ARTAS tracker developments with ADS-B Upgrade RDPs, S2K and I-ACS with ADS-B capability Introduce other services in the system e.g FIS-B, TIS-B Transparent use of ADS-B data in all ATC and airport
related processes including SAR ADS-B exchange with neighbouring states and stakeholders
(CDM) Installing ADS-B ground stations at all major SCAA
airports
Göran Hasslar / SCAA13
Motive round-up Safety, enhanced SAR and enabler for ATSAW Airport surface operations must be improved in all weather
conditions
ADS-B can at a low cost be used at all airports and integrated in various local systems
ADS-B infrastructure can be installed at 5-10% of the cost for a new Mode-S/SSR infrastructure
ASAS applications are suitable for Swedish Airspace and can improve the capacity without large infrastructure investments(new runways)
Göran Hasslar / SCAA14
Welcome to the future,
it is now and it is here, Sweden.
Thank You!