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GS applications in Kiruna

This article discusses the implementation of ADS-B technology at Kiruna Airport in Sweden for improved air traffic surveillance, safety, and operational efficiency. The article highlights the operational changes, validation results, future possibilities, and safety considerations of the ADS-B system.

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GS applications in Kiruna

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  1. GS applications in Kiruna A Swedish ADS-B validation site Göran Hasslar CNS/ATM Applications Systems Engineer ASAS TN 6-8 October 2003

  2. 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 / SCAA

  3. 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 / SCAA

  4. 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 / SCAA

  5. 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 / SCAA

  6. 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 / SCAA

  7. 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 Göran Hasslar / SCAA

  8. 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 / SCAA

  9. 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 / SCAA

  10. 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 / SCAA

  11. 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 / SCAA

  12. 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 / SCAA

  13. 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 / SCAA

  14. Welcome to the future, it is now and it is here, Sweden. Thank You! Göran Hasslar / SCAA

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