CURRENT TRENDS

AND

FUTURE ROADMAP

ATM SOLUTIONS

October 2011

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INDEX

01 Current ATM products

02 Advanced systems

03 Ambitious international programs

04 Future solutions

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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

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CURRENT AUTOMATION SYSTEMS

ATS Automation Systems

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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

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CURRENT AUTOMATION SYSTEMS

ATS Main Functions

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ACC/APP/TWR

Controllers

ATM System

Assistants &

Supervisors

Commands

Commands

Data Display

Data Display

Surveillance

Sensors &

Ground Stations

AFTN/AMHS ATS flight plan

messages

AIS

Aeronautical

Information Service

AIS messages

& files

MET

National Met Office

Met GRIB

messages

Airport

FIDS

ATS flight plan

messages

Airport

Tower Panels

AFL panel

Navaids & ILS Monitor

MET sensors info

Adjacent ATS

Centres

VCCS

Voice Comms

Air Defence Units

FANS/ATN

Aircraft

GPS-TRF

Time Reference

Billing System

VRP

Voice Recording

OLDI/AIDC

System Tracks

Sectorisation

Flight Data

System Tracks

CM, ADS-C,

CPDLC messages

Time Sync

Terminated FPs

Playback Sync

A-SMGCS

Monoradar Target and

Weather,

ADS-B & MLAT & SMR

Automation System - Interfaces

Automation Systems

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INDRA SURVEILLANCE PORTFOLIO EVOLUTION

CW SMR 5W Continuous Wave Hig Resolution: < 6m

MSSR MODE S Elementary Surveillance (ELS)

Mode S Transmitter Selective Addressing

Aircraft Identity function Experience since 1990

100 MODE S TRANSMITTERS DEPLOYED

“Full Mode S capability”

1980 1990 2000 2010

SSR IRS-10 Long life (1978-2004)

Three IRS-10 still running

MSSR IRS-20MP LVA 20 dB Two racks

Phase Monopulse Used in Spanish TMA

MSSR IRS-20MP/L 3rd generation LVA 27 dB

Three racks New Control & Monitoring

System New Comms Equipment

MODE S TRANSMITTERS FOR POEMS PROGRAM (EUROCONTROL)

(Indra wins the tender to provide)

ADS-B 250 NM Coverage

High Processing Capacity: > 500 Targets

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

PSR: ASR12 ARS12 Upgraded

WAM Vigilant (Roke)

MULTILATERATION Barcelona

39 Rx Stations 6 Tx Stations

6 Transponders SMR & MLAT Data Combiner

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 > 20.000 hr

MSSR IRS-20MP/L 2nd generation LVA 24 dB

Three racks Open Architecture

COTS Products Half Angle Monopulse

SURVEILLANCE & NAVIGATION PRODUCTS ROADMAP

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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

CNS INTERFACES OVERVIEW

Indra’s surveillance systems have been designed & developed to provide ATM systems with the best quality data

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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

PRIMARY SURVEILLANCE RADAR SYSTEM

RADAR INFORMATION

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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

MODE S SECONDARY SURVEILLANCE RADAR

RADAR INFORMATION

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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

SMR, SURFACE MOVEMENT RADAR

RADAR INFORMATION

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VCCS, VOICE COMMUNICATION SYSTEMS

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.

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SACTA VAFORIT Maastricht Eurocontrol iTEC-eFDP

SMR / A-SMGCS Extensive suite of products and demonstrated

integration capabilities ode S

ADS / CPDLC Automation /

AIS,AMHS,AIM TWR Integrated Sys. ATC Simulation

VCCS

BROAD RANGE OF ATM SOLUTIONS

CURRENT AUTOMATION SYSTEM

World leader for FDP with the support of leading European ANSPs (Aena/DFS/NATS)

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INDEX

01 Current ATM products

02 Advanced systems

03 Ambitious international programs

04 Future solutions

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SDP

Surveillance Data

Processing

FDP

Flight Data Processing

MET/AIS

Meteorological and

Aeronautical Information

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: 1984-1991

– SACTA II: 1992-1998

– SACTA III: 1999-2013

– SACTA IV / iTEC V1: 2007- moving forward

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Advanced European Programs

From SACTA to AENA iTEC System

More than 25 years of partnership

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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).

Advanced European Programs

Maastricht Upper Area Control Center / EUROCONTROL

Maastricht UAC and Indra teams were awarded by the prestigious Jane’s Airport magazine in the category

“Future System Award”.

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iCAS: iTEC Center Automation System for DFS

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

Advanced European Programs

First step:

P1/VAFORIT,

operational in

Karlsruhe in Dec 2010

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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. 21.

ADSB-GSS

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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.

SVM-WAM

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.

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INDEX

01 Current ATM products

02 Advanced systems

03 Ambitious international programs

04 Future solutions

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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

Setting the scene: what is SESAR?

SESAR Programme

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SESAR Evolution: From CFMU to NIMS

ATFM Overview

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

2020 2009

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SESAR Integrated Flow Management Layout

ATFM Overview

SESAR Flow Management Systems

SWIM Regional Subsystem

Regional Manager

Sub-Regional Subsystem

FAB Manager-1 FAB Manager-2 FAB Manager-3

Local Subsystem

ACC Airport AOC

Local Network Manager-1

ACC Airport AOC

Local Network Manager-2

Flow Management becomes a hierarchical process, involving all relevant stakeholders

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Airport integrated in Flow Management

ATFM Overview

Total Integration of Airports in the Traffic Planning processes

Information shared by means of CDM processes

Avoids that Airports become a bottleneck

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Increase of Airline involvement in overall performance

ATFM Overview

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

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INDEX

01 Current ATM products

02 Advanced systems

03 Ambitious international programs

04 Future solutions

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ATM CONCEPTS: Operations (7 pillars) DEFINITION PHASE

System Wide Information Management (SWIM)

Integrated Airport Operations

New Separation Modes

Collaborative Decision Making (CDM)

Network Operations Plan (NOP)

Automation

4D Trajectory Management

It describes how the next generation ATM system needs to work in the future so that we can achieve the SESAR goals

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Trajectory Management

DEFINITION PHASE

4D Trajectory to become the core of the ATM system

Integrating every user needs for the sake of efficiency (performance-

based 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

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Collaborative Planning & Decision Making

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DEFINITION PHASE

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

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Integrated Airport Operations

DEFINITION PHASE

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

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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 (de-conflicting)

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-and-avoid, 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

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New separation modes

DEFINITION PHASE

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System Wide Information Management (SWIM)

DEFINITION PHASE

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)

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System Wide Information Management (SWIM)

DEFINITION PHASE

ANSPs Airports

Airspace

Users

SWIM

NETWORK

Trajectories

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Humans and Automation Strategy DEFINITION PHASE

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…

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ATM International & Airports Ctra. De Loeches N-9

28850 Torrejón de Ardoz,

Madrid España

T +34 91 627 19 59

F +34 91 480 60 41

www.indra.es

Also office in INDIA,

5th Floor, B Wing,

61, IFCI Towers, Nehru Place,

New Delhi – 110019