Air traffic control systems. Air traffic control

Africa

Automated air traffic control systems

Designed for safety, efficiency and

regularity of aviation flights of various

departments in the aerodrome area, on air routes

and in off-route airspace by automating routine planning,

collection, processing and display of radar, aeronautical and meteorological information.

RLC - radar complex

PRL - primary radar

SSR - secondary radar

equipment

primary

processing

radar

information

equipment

broadcasts

information

TSUVD - ATC center

PP - flight plans

Aerodrome-regional automated ATC system "Alpha"

ARAS ATC "Alpha" is intended for ATC centers with high and medium intensity of air traffic.

ARAS ATC "Alpha" is built on the basis of mass-produced unified products that are basic for the main subsystems of ARAS. ARAS ATC "Alpha" is certified by the IAC and recommended by the Ministry of Transport of the Russian Federation for equipping civil aviation enterprises. Currently, it is operated in more than 180 ATC centers in Russia and abroad.

Features of technical solutions of ARAS ATC "Alpha":

The use of unified products for building a system, which provides the ability to create a configuration of any complexity in the shortest possible time, its subsequent extension and modification;

Maximum use of universal hardware and computer technology of wide application from the world's leading manufacturers;

Multiplatform Windows/Linux/WSWS software;

100% duplication and redundancy of all subsystems and their segments;

Automated technical management and control;

Implementation of interfacing with all Russian complexes and systems for providing flight and air traffic control and maintenance, which are in operation;

Ability to interface with imported and advanced systems using standard protocols and interfaces (ASTERIX, ARINC, OLDI, QSIG, MFC-R2, etc.);

Protection against unauthorized access according to class 1B and according to the 2nd level of control of undeclared capabilities.

The main functions of ARAS ATC "Alpha":

- processing of radar and coordinate information;

- processing of planned information;

- dispatching communication;

- reception, transmission and exchange of information and data;

- display of the air situation;

- documentation of information;

- education and training;

Air traffic control automation complex (KSA ATC) "Alfa-3"

KSA ATC "Alpha-3" provides reception, processing, display and integration of information about the air situation, planned, meteorological and aeronautical information on displays high definition jobs for ATM specialists. The complex automated the processes of analyzing the air situation, ATC procedures and console operations.

Information sources can be all types of radar stations and radio direction finders, weather stations and complexes, satellite navigation and air traffic control systems (AZN-V, AZN-K), terrestrial telegraph channels and digital lines.

Server (duplicate)

Air traffic controller workstation with radar station (duplicate)

Air traffic controller workstation, RP without RLC

AWP for diagnostics and control

LAN equipment

Spare parts kit

Functionality

The Alfa-3 complex has a modular architecture that provides for 100% redundancy. KSA ATC "Alpha-3" provides:

- multi-window graphical user interface that complies with modern Eurocontrol recommendations

- on-screen display of analog and digital trajectory information, as well as flight data

- target tracking through the primary and secondary channels

- construction of smoothed trajectories of aircraft movement with the combination of data from several sources of information

- automatic entry into aircraft escort upon receipt of flight information

- interfacing with an air traffic planning system

- aircraft position prediction

- detection and signaling of conflict situations and violations of the minimum safe height

- display of color cartographic information, display of signs of distress and emergencies

- the ability of the dispatcher to quickly change the type of information on the monitor

- automated coordination between ATC sectors

- automated coordination between systems of adjacent ATC centers

- emergency and functional light and sound alarm

- documentation and archiving of information with the possibility of online search and viewing, as well as its issuance to external digital documentation systems

- protection of information from unauthorized access

- additional service functions (notebook, specialized calculator, signaling of timed events, display of reference information, etc.).

Main technical characteristics:

1. Radar sources:

ORL-T: 1RL-139, 1L-118, Skala, Utes-T, Root-AS, Krona, MVRL-SVK, Raduga ORL-A: DRL-7SM, Irtysh , "Screen-85", "Ural", "Lira-A"

RTS: RSBN-4N, RSP-6M2, RSP-10MN, "PULSAR-N", "Sonar"

ORL-T: "Lira-T"

ORL-A: "Ekran-1AS", "Lira-A10"

2. ARP sources: ARP-75, ARP-95, ARP "Platan"

3. Sources of meteorological information: KRAMS, "MeteoServer", AMIS RF

4. Interfaces for interaction with RTO tools:С-2, Asterix, PRIOR

5. Number of tracked targets: up to 300

6. Quantity of tracked targets in auto tracking mode: up to 100 7. Means of displaying information: color LCD

monitors with a diagonal of 19", with a resolution of at least 1280x1024

Complex of means for transmitting radar, direction finding, voice and control information (KSPI) "Ladoga"

KSPI "Ladoga" is designed to collect, process and transmit data from radar stations, radio direction finders and transceiver centers via communication channels (lines) to ATC centers,

a also for data exchange between ATC centers.

AT Depending on the communication channels (lines) used, the complex has three versions:

For physical lines

For radio channel (wireless communication lines)

For trunk communication channels

AT the complex includes from 1 to 8 stations for data transmission from information sources and from 1 to 8 stations for receiving data with subsequent transmission to consumers.

The complex "Ladoga" provides the transfer of digitized data from the following sources of information:

Primary and secondary route radars

Primary and secondary channels of airfield radars

Landing radars

RSP complexes

Automatic radio direction finders

Meteorological information complexes

Planning Information System

Information sources of ANS PD and TS networks

Sources of voice information command radio communication and telephone communication

Sources of diagnostic and management information

The complex provides integration of spaced systems and means of automation of ATC and air traffic control, as well as the organization of data exchange between ATC centers of united areas and enlarged centers.

Main technical characteristics

1. Data transfer modes: point-to-point (simplex), point-to-point (duplex), star (1 transmitter, multiple receivers)

2. Capacity by types of information, channels:

analog radar information: up to 2 digital radar information: up to 16 DF information (ARC channels): up to 16 voice information: up to 32 control information (TC/TC): up to 16

3. Supported pairing interfaces:

analog radar information: 1RL-138, 1L-118, Ekran-85 (and its modifications), TRLK-11, Irtysh, DRL-7SM, Ural digital radar information: APOI Vuoksa, PRIOR , VIP-118, "Cold Sky", KORS, LADOGA radio direction finding information: ARP-75, ARP-95, "Platan" voice information channels: 2-4-wire channels PM

data channels: RS-232, RS-422, RS-485, V.35, G.703, G.703.1, Frame-Relay

ANS PD and TS networks: MTK-2, X.25

4. Provides transmission of information over a distance: for a radio channel - 25 km, for physical lines - 8 km, for trunk channels - without limitation

5. Switching between communication channels: automatic, multiplexed, manual

Information server (IS) "Ladoga-IS"

IS "Ladoga-IS" is designed to collect, process, combine and transmit information coming from radar stations, radio direction finders and transceiver centers via communication channels (lines) to ATC centers, as well as for data exchange between ATC centers.

The IS is a key element of the ATM data exchange network (ATN). The information server "Ladoga-IS" is a modification of the complex of means for processing radar, direction-finding, voice and control information "Ladoga".

Basic information

Air traffic control is the responsibility of the state. In Russia, the functions of ATC are assigned to the bodies of the Unified Air Traffic Control System (EU ATC).

In recent years, the term is often used Air traffic management and abbreviations ATS, ATM, EU ATM. English sources use the term Air Traffic Control (ATC) or Air Traffic Management (ATM).

EU ATC includes a wide network of control points: regional centers (RC) of ATC on air routes, airport control towers (KDP), local control towers (TIR), etc.

When following aircraft on airlines, separation is applied.

Air traffic control system- automated service provided ground services for air traffic control (see air traffic controller).

The task of the system is to guide aircraft through its area of ​​responsibility in such a way as to exclude their dangerous approach both horizontally and vertically. The secondary task is to regulate the flow of aircraft and communicate the necessary information to crews, including weather reports and navigation parameters.

In many countries, ATC regulate aircraft of all classes - private, civil and military. Depending on each specific flight and type of vessel, the ATC may issue various instructions that are mandatory for the crew of this vessel, or simply provide the necessary flight information (including advisory ones). In any case, the crew is responsible for the safety of their flight and may deviate from the instructions received in emergency situations.

Air traffic control complex- a set of services, facilities and technical means on the territory of the airfield, designed to directly ensure the take-off, landing and taxiing of aircraft (airplanes, helicopters and gliders).

1. Air traffic management service (ATM). Workplaces of personnel (air traffic controllers) equipped with one or another equipment (from binoculars and radio stations to automated workstations based on high-speed computing systems) are located in the building of the command and control tower (CDP), which is usually located near the apron at the point from good overview the entire airfield, runways, taxiways and parking areas, and at a number of airfields - additionally in the buildings of launch control towers (ATC) located near the ends of the runway.

2. Electro-radio technical flight support service - radio systems that allow aircraft crews to communicate with the ground, determine their location in a particular coordinate system and maintain specified maneuvering trajectories in the area of ​​a given aerodrome, as well as approach for landing, landing, take-off and exit from airport area. Usually includes:

  • radio stations of various capacities and ranges;
  • radar stations;
  • ground components of navigation systems;
  • landing approach radio equipment.

3. Service of electrical lighting support for flights: lighting equipment for the runway and taxiways.

4. Meteorological service. Equipment for monitoring the actual weather at the aerodrome with the subsequent transmission of these data (via ATIS, VOLMET and other radio channels) to aircraft crews taking off or landing at the aerodrome, and to air traffic controllers. At small aerodromes, meteorological equipment (sensors for measuring wind parameters, horizontal visibility, cloudiness, air temperature and humidity, atmospheric pressure, etc.) are located on the meteorological site near the KDP, and at large aerodromes - at several points on the airfield (near the ends of the runway , near the middle of the runway, etc.).

5. Navigation service.

6. Aeronautical Information Service.

An important component of the information support of the air traffic control complex is the Aviation Fixed Telecommunication Network (AFTN).

see also

Links

  • Moscow Center for Automated Air Traffic Control
  • State Corporation for Air Traffic Management in the Russian Federation
  • Federal aviation rules for flights in the airspace of the Russian Federation
  • Air traffic control tower of Domodedovo International Airport
  • ORDER OF ROSAERONAVIGATION N 105 DATED 26.10.2007 ON APPROVAL OF THE LIST OF ZONES, REGIONS AND SECTORS OF AIR TRAFFIC CONTROL

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Air space Russian Federation. Flight classification

Let us consider the most important concepts and definitions for the study of the questions considered here.

Airspace of the Russian Federation represents the space within the land and maritime borders Russia, extending from the surface of the earth to heights that allow aircraft to be and move under the influence of aerostatic and aerodynamic forces.

Airspace structure is determined by the composition of its interconnected spatial elements, limited in height, length and width.

The airspace of the Russian Federation includes the following spatial elements:

Zones and areas of the Unified Air Traffic Management System (EU ATM);

Airspace of the border strip;

Areas of airfields and air hubs (aerodrome and air hub airspace);

Air routes (VT) and local air lines (IL);

Straightened airways (SVT);

Aircraft Flight Routes (ATS);

Flight corridors state border;

Airway entry and exit corridors;

Special aircraft flight zones (for piloting technique development, competitions and demonstrations, test and other flights);

restricted areas;

Areas of polygons, explosive and other works.

The boundaries of the airspace elements are indicated in the aeronautical documents and are established according to geographic coordinates and heights. The airspace is conditionally divided into "lower" and "upper". The boundary of the upper and lower VP is the height of 8100 m, which belongs to the upper VP.

air situation(VO) - the simultaneous relative position of aircraft and other material objects in a certain area of ​​airspace.

air traffic(VD) - the movement of aircraft in flight and the movement of aircraft on the maneuvering area of ​​aerodromes.

Airspace with air traffic- any element of airspace that has a certain size and letter designation, within which specific types of flights can be performed, for which flight rules and air traffic services are defined.

Use of airspace(VWP) - an activity in the process of which the movement of various material objects (aircraft, missiles and other objects) into the airspace, as well as the construction of high-rise structures, is carried out; electromagnetic or other types of radiation; release into the atmosphere of substances that impair visibility; blasting or other activities that endanger aircraft flights.



Organization of the use of airspace- a set of measures carried out by the aviation authorities and aimed at ensuring the safety of the performance of flight tasks by airspace users, taking into account the economy and regularity of air traffic.

The organization of the IVP includes:

Establishment of the structure of the EaP;

Planning and coordinating the TRP in accordance with government priorities;

Ensuring the permitting order of the TRP;

Air traffic organization.

Airspace users- civil and legal persons, endowed in accordance with the established procedure with the right to carry out TRP activities.

Airspace safety- a comprehensive description of the established procedure for the use of airspace, which determines its ability to ensure the implementation of all types of TRS activities without a threat to human life and health, material damage to the state, citizens and legal entities.

Air traffic service(ATS) - a set of activities, including flight information services, advisory services, air traffic control services (regional, aerodrome), as well as emergency notification.

Dispatch service (management) of air traffic- maintenance (management) in order to prevent collisions of aircraft between themselves and other material objects in the air, collisions with obstacles, including on the maneuvering area of ​​airfields, as well as regulation of air traffic and ensuring its efficiency.

Air navigation services for aircraft flights includes providing airspace users with aeronautical information, means and capabilities of communication, navigation and surveillance systems for ATC, meteorological information, as well as search and rescue systems for aircraft crews and passengers.

Aeronautical Information- information (aeronautical data) on the characteristics and actual state of aerodromes, air hubs, elements of the airspace structure and means of radio technical support for airways, necessary for the organization and performance of flights.

weather information contained in meteorological reports, results of analysis or forecast of meteorological conditions, as well as in any other messages concerning actual or expected meteorological conditions.

Unified automated radar system(EARLS) - a set of technically compatible radar equipment, control and communication automation systems of various departmental affiliations, spaced apart in space and combined into a single system for the purpose of obtaining, collecting, processing and automatically issuing real-time air situation data to consumers.

Chief Coordination Center for Search and Rescue- operational body of the Unified system of aerospace search and rescue of crews in distress or made an emergency landing.

The movement of manned aircraft in the airspace is carried out in accordance with the Federal Aviation Flight Rules, which, like the traffic rules Vehicle on land or on water, have the same goal: to ensure traffic safety. One of the ways to ensure the safety of flights and air traffic is the separation of aircraft in the airspace.

Separation of aircraft in the airspace- a method of vertical, longitudinal and lateral dispersal of the aircraft in the airspace, ensuring the safety of air traffic.

flight level- set flight altitude with constant atmospheric pressure relative to the surface with a pressure of 760 mm Hg. Art. and separated from other flight altitudes by the value of the established intervals.

Aircraft vertical separation in airspace is carried out according to a semicircular system with heading flight angles counted from the north direction of the true meridian clockwise within angles from 0° to 179° - flights in eastbound at fixed flight levels, and from 180° to 359° - flights to the west at other (other than easterly) fixed flight levels. The distances between adjacent oncoming echelons are:

300 m from flight level 900 m to 8100 m;

500 m from flight level 8100 m to 12100 m;

1000 m from flight level 12100 m and above.

Figure 1.1 shows the established flight levels of the aircraft for heading angles of the east and west directions.

The specified vertical separation does not guarantee the prevention of collisions between aircraft flying in the same direction (east or west) at the same flight levels with different heading angles, as well as when crossing oncoming and passing flight levels during descent or climb. Therefore, the prevention of collisions of aircraft in the air, as well as any other conflict situations for them, is one of the main tasks of the ATC.

Figure 1.1 - Established aircraft flight levels
for heading angles east and west

Important concepts introduced by the Federal Aviation Rules for Flights in the Airspace of the Russian Federation are the concepts of absolute, relative and true altitude of aircraft flight (Figure 1.2).

Figure 1.2 - Aircraft flight altitudes:

H abs - height relative to sea level; H ist - vertical height from the sun to a point on the surface of the earth; H rel - height relative to some surface, for example, relative to the runway (runway) of the airfield.

Echelon of transition- the set flight level of the aircraft to transfer the pressure scale of the onboard barometric altimeter from the standard pressure (760 mm Hg) to the pressure in the aerodrome area (P ae).

The transition level is the level closest to the minimum allowable flight altitude of the aircraft in the area of ​​a particular aerodrome, which guarantees against collision with the ground or an obstacle with a height h pr on it. At the same time, the minimum allowable aircraft flight altitude (H min.adm), expressed in meters, is determined by the form:

H min.dop \u003d (760 - P ae) 11 + h pr + H without,

where (760 - P ae) 11 - height (in meters) of the aerodrome relative to the surface with standard pressure; h pr - height (in meters) of an obstacle standing at the level of the airfield height; H without - the safe flight altitude of the aircraft (in meters) above the obstacle.

During the flight, the condition H ist ≥H min.add. must always be met.

Compliance with the established norms of lateral and longitudinal separation of aircraft in the airspace is achieved by monitoring the fulfillment by the aircraft crews of the established linear distances between the aircraft or time intervals during longitudinal separation.

The governing documents provide for the following regimes for the use of the airspace of the Russian Federation.

Special TRP regime- a special procedure for the use of EP (its individual elements), established by the directives of the General Staff of the Armed Forces of the Russian Federation.

Temporary TRP regime- a temporary procedure for the use of airspace elements, established for a period of up to 3 days for carrying out activities that require special organization of the use of airspace. This mode is introduced by the Civil Code of the Air Force (its apparatus: Central Control Center of the Air Force and Air Defense, Main Center of the EU ATM).

Local regime of the TRP- a temporary procedure for the use of airspace elements, including on airborne and international flights in the lower airspace of the zone (area) of the EU ATM, introduced for a period of up to three days to carry out activities requiring a special organization of the airspace. This mode is introduced by the command of the aviation association (connection) of the zone (area) of the EU ATM.

Short term restriction(KO) - a temporary procedure for using elements of the airspace for up to three hours to carry out activities that require a special organization of the airspace. This mode is introduced by the off-route (military) sector of the zonal (district) EU ATM center.

The federal aviation rules for flights in the airspace of the Russian Federation classify the entire variety of aircraft flights as follows:

1. By flight altitude:

Flights at extremely low altitudes over the terrain or water surface in the range up to 200 m (inclusive);

Flights at low altitudes over the terrain or water surface in the range above 200 m and up to 1000 m (inclusive);

Flights at medium altitudes in the range above 1000 m and up to 4000 m (inclusive) from sea level;

Flights at high altitudes in the range above 4000 m and up to 12000 m (inclusive) from sea level;

Flights in the stratosphere and above 12,000 m above sea level.

2. According to the flight rules:

According to the rules of visual flights (VFR), when the location of the aircraft is determined by ground references, and the position of the aircraft in space - by the natural horizon (MVL flights are performed according to VFR);

According to instrument flight rules (IFR), when the location of the aircraft and its spatial position is determined by flight and navigation instruments.

3. At the location of the flights:

Aerodrome;

Route;

route;

Route-route.

4. According to the methods of piloting and piloting:

Flights with manual control;

Flights with director (semi-automatic) control;

Flights with automatic (with the help of onboard ACS) control.

5. According to weather conditions:

Flights in simple weather conditions (PMU);

Flights in adverse weather conditions (SMU);

In conditions of decreasing weather minimum (SMP).

6. By time of day:

Daily;

Mixed.

7. According to physical and geographical conditions:

Over plain and hilly terrain;

Over the desert;

Over the highlands;

Above the water surface;

in the polar regions.

8. By the number of areas flown:

District;

Zonal;

Interzonal.

Any aircraft flight may correspond to one or more points of the considered flight classification. Each of these classification points requires appropriate levels of training of aircraft crews, flight tactical and performance characteristics of the aircraft and their flight, navigation and communications equipment, and the level of air navigation support for the flight area.

The entire territory of the Russian Federation and its airspace are divided into zones, within the boundaries of which air traffic control is carried out by zonal bodies of the ATC system.

Zone (area) EU ATM- airspace of established dimensions, within which the relevant operational bodies of the EU ATM of the Russian Federation carry out their functions.

Zone ATC systems are part of the Unified Air Traffic Management System of the Russian Federation. The air traffic control authority in the zone is the zonal center (ZC EU ATM). The boundaries of the zones of the ATC system coincide with the boundaries of military districts, the command structure of which includes aviation commanders responsible for organizing flights and air traffic in the airspace of the respective zones.

The list and names of zones and control centers are given in the ATC guidance documents [……….].

The territory and airspace of the EU ATM zones are divided into ATC areas, in which flight and air traffic control activities are carried out by the operational control body - the regional control center (RC) of the EU ATM.

The boundaries of the EU ATM regions and their number within the zones are determined based on knowledge of the intensity of air traffic, the structure of airways, the number of airfields, performance characteristics (TTX) of surveillance, navigation and communication facilities. Based on this, in some areas, in addition to the main ones, there may also be auxiliary zonal centers (VZC) for EU ATM control. Zonal air traffic control centers are located in regional cities of the Russian Federation, and regional control centers - in major airports. The boundaries of the ATC system area are also determined based on the knowledge of the range of detection and tracking of the aircraft by the control center radar facilities, as well as the range of VHF radiotelephone communication of the control center with the aircraft crews. These ranges are 350...400 km from the control center in all directions. In control centers equipped with automated systems (AS) of ATC, the range of observation and control of the aircraft is a thousand or more kilometers. EU ATM zones and areas may include various airspace elements: aerodromes, airways, local air routes, aircraft flight routes, various zones and other elements (Figures 1.3, 1.4).

Figure 1.3 - Scheme of the ATC area

In addition to the zones and areas discussed above, in the airspace of the country there are forbidden and dangerous zones. The airspace of these zones can only be used with special permission and during certain periods of time.

Figure 1.4 - ATC area and its elements:

POD - point of mandatory reporting of the aircraft crew to the air traffic control authority of the ATC system area; RPU - the boundary of the transfer of control of the aircraft to the neighboring area of ​​the ATC system; VT No. - airway No.; RNT - radio navigation point; ae - airfield; ZZ - restricted area; MVL - local air line.

restricted area- part of the airspace of established dimensions, within which the airspace without special permission is prohibited.

Dangerous zone- part of the airspace of the established size, within which, during certain periods of time, activities can be carried out that pose a threat to the safety of aircraft flights.

Currently, the reorganization of the structure of the airspace of the Russian Federation and ATC centers is being carried out, associated with a gradual reduction in the number of areas in the composition of existing zones due to the enlargement of areas, as well as with the formation of additional enlarged areas with ATC centers with the functions and tasks of zonal centers.

In accordance with the goal - to ensure the highest possible level of flight safety while meeting the needs of users of the airspace of the Russian Federation, taking into account the increase in traffic volumes in the area of ​​responsibility of the branch, the enterprise carries out continuous technical and technological development.

In 2014, the Moscow-Reserve RK was put into operation in full-function mode. It included KSA ATC "Alpha-3", KSA PVD "Planet-5", SKRS "Megafon", STV "Metronome", KSZI "Sphere". The task of the SC "Moscow-Reserve" was to ensure the uninterrupted operation of radio-electronic means of air traffic management (ATM) at the final stage of operation of the main ATC system "TERKAS". At present, the Moscow-Reserve RC can perform the functions of a backup complex, both for the TERKAS ATC system and for the new Sintez-AR4 ATM system. In this case, all processes associated with the processing and display of radar and planned information are synchronized with the system that currently performs the functions of the main one.

On October 10, 2017, the air traffic management process was transferred to the new ATM system Sintez-AR4, the general contractor for the supply of which is Concern VKO Almaz-Antey JSC. The new ATM AS is the largest in Russia and one of the largest in the world, as it is intended for the Moscow EU ATM zone, which is the most complex and saturated in terms of the number of airfields, types of flights, and air traffic intensity. The area of ​​responsibility of the branch "MC AUVD" - about 100 air routes with a length of 26,000 km, with 150 intersection points, an area of ​​​​more than 700,000 square meters. km., on which there are more than 100 airfields, including 10 international ones. More than 60% of all flights operated in the Russian Federation (more than 2,500 flights per day) are operated by branch controllers. More than 300 aircraft of various types are simultaneously in the area of ​​responsibility of the branch.

In such tense conditions for the air traffic controllers, the new ATM AS system "Sintez-AR4" fully provides the air traffic control personnel with all the necessary information for the purposes of air traffic control. At the same time, the level of automation of the system allows the dispatcher not to be distracted by routine operations that the system automatically performs for him, but to make decisions based on forecasts of the possible occurrence of potentially dangerous situations and calculations of aircraft movement trajectories. Already, the Synthesis-AR4 ATM AS has implemented such modern technologies as OLDI, Safety Nets, MONA, AMAN / DMAN, CPDLC, TIS-B, interaction with airport AODBs. Aviation digital communications are being introduced in the FANS-1 / A ACARS and VDL Mode2 modes.

The Moscow Center's ATM AS includes more than 400 automated dispatching workstations (AWS) for air traffic controllers and remote workstations, more than 200 workstations at MUDR airports, and more than 200 workstations for Moscow-Reserve air traffic controllers.

From more than 300 workplaces, dispatchers maintain radio contact with aircraft crews. All workstations are made on the basis of specialized computers of industrial design, designed to work 24 hours / 7 days a week. Computers have duplicated network interfaces, which provides the necessary level of fault tolerance. All workplaces are equipped with modern display facilities, the main of which is a 4K display manufactured by WIDE Corp, designed specifically for air traffic control purposes, designed specifically for air traffic control purposes.

The new ATM AS system was created on the basis of modern equipment of such leaders in the field of information technology as CISCO, Alcatel, Hewlett-Packard, Dell, Intel. More than 5,500 different hardware blocks and devices are installed and operating in the ATM AS, and group equipment is located in more than 50 installation cabinets. At the moment, the Synthesis-AR4 ATM AS is connected to more than 50 different automated systems. For this, about 600 external communication channels are used. The system receives radar information from 23 radar complexes and 19 ADS stations. Such a number of ADS and RLI information sources provides multiple radar coverage of the Moscow air zone.

Data transmission is carried out in accordance with the specifications of the Eurocontrol organization, in specialized protocols. At the same time, all data transmission channels are duplicated, which ensures an uninterrupted mode of its receipt. The main processes of processing, displaying, analyzing and predicting radar information are carried out with a fourfold hardware redundancy. To ensure high throughput, network connections of server equipment are made on the basis of optical fiber in a duplicated LAN. As part of the complex for receiving and processing information from radar data and ADS, 8 servers operate. The ATM AS processes and displays on the screens of dispatchers' workstations a huge amount of meteorological information coming from airports and from 12 weather radars. For storage and subsequent analysis of the entire volume of information, disk arrays are used in the servers of the documentation complex, and data storage systems with optical communication interfaces operating on Fiber Channel technology are used to store information and quickly access information from radar data. All server equipment performs its functions with double redundancy, and 24 servers operate as part of the documentation complex.

The ATM AS includes a set of automation tools for airspace use planning (KSA PIVP), which provides strategic, pre-tactical and tactical planning for the use of airspace and the organization of air traffic flows with a volume of more than 3,000 plans per day, processing 15,000 incoming messages daily. KSA PIVP provides information interaction on planning, dispatching, aeronautical and reference information with 14 planning groups at aerodromes (GO PVD) and 20 command posts of aerodromes of state and experimental aviation.

Taking into account the number of jobs, the abundance of subsystems, as well as the level of ATM automation, the requirements for engineering personnel have always been very high. Training of engineering and technical personnel on the operation of the ATM AS and additional specialized courses were carried out during the period of complex testing of the system. One of the priorities of the ATM system operation for engineering and technical personnel has been and will always be interaction with specialists from developing enterprises in order to improve the quality characteristics of the system and introduce new technologies, continue improving operating skills and expanding knowledge in the field of IT technologies. Also, modern air traffic control automation systems (ATC ATC) were put into operation in the Kaluga, Voronezh, Belgorod, Nizhny Novgorod TsOVD.

In 2018 at the airport Nizhny Novgorod put into operation a new AKDP. The construction of a new AKDP at the Lipetsk airfield is underway. It is planned to build an AKDP at the Domodedovo airfield. Modern means of radio navigation, radar and communications are being put into operation. Automated receiving-transmitting centers VHF (ATTC) TRS-2000 in the branch "MTs AUVD" are the main means of receiving and transmitting voice information between air traffic controllers and aircraft crews. Combined automated receiving-transmitting centers are a fundamentally new direction in the development of radio communication subsystems for air traffic control. They allow you to place transmitters and receivers in the same room (container), install antennas in a small area and provide the necessary conditions for ensuring electromagnetic compatibility. At the same time, the costs for laying communication lines are reduced, the costs of renting land, maintaining buildings and structures are reduced, and the amount of auxiliary equipment is reduced.

The radio equipment "Series 2000" forms the basis of the ATSC and is a new generation of multi-channel digital radio facilities in the VHF and VHF / UHF bands and is intended for use in ATC systems of civil and state aviation, providing fixed radio communication channels between air traffic controllers and aircraft crews. The "Series 2000" uses the modular principle of building radio facilities, which makes it possible to provide radio communications to both small airports and large multi-channel radio centers. Currently, in order to provide additional sectors of the IADC and ADC with radio communication channels for the new airspace structure (NSVP), work is underway to re-equip the AFTC Sheremetyevo, AFTC Chulkovo, AATC Vnukovo, APRC Postnikovo and APRMRC Filimonki, it is planned to build the ARTC Kursk. Design and survey work is underway for the construction of a 48-channel AMRRC at the Filimonki PMRTS facility.

The branch operates such modern radio navigation aids as RMP-200, DVOR2000/DME2700, DF2000, ILS 2700, DME 2700, ARM-150 MA. Radar equipment is constantly being upgraded. Airfield radar systems "Lira-A10" and MVRL "Aurora-2" of the "Mode S" mode with the function of extended surveillance in the ADS-B 1090 ES mode are coming into operation. Modern ARLK "Lira-A10" was put into operation in Voronezh, Belgorod, Domodedovo TsOVD. It is planned to install ARLK "Lira-A10" in the Kaluga, Sheremetyevo and Nizhny Novgorod TsOVD.

The operation of the Avrora-2 MSSR at the Dzerzhinsk radar station, the Talovaya radar station and the Zimenki radar station made it possible to receive a significant amount of additional data from the aircraft (AC) and display it on the screen of the automated workstation (AWS) of the dispatcher. Aircraft flight altitude set by the crew, bank angle, angular velocity, ground speed, vertical speed, airspeed, set pressure, magnetic course and a lot of other information coming from the aircraft greatly facilitates the work of the air traffic controller. In addition, the address mode of operation of the Avrora-2 MSSR, the use of unique aircraft identifiers and selective requests exclude the distortion of secondary information from aircraft located at the same azimuth and distance from the radar.

Work continues on the introduction and use of technologies of the global satellite radio navigation system. In 2016, work was completed to cover the entire airspace of the Moscow EU ATM zone with 4-channel automatic dependent surveillance stations ADS-B 1090 ES NS-1, designed to monitor aircraft in the station’s visibility zone equipped with ADS-B equipment and transmit data observations into air traffic control automation systems. In 2017, LKKS A-2000 (GBAS) stations, which are the ground part of the satellite navigation system (GLS), were put into operation in all the branch's TsOVDs.

The main purpose of their installation is to make the determination of the position of the aircraft in space even more accurate and to avoid errors under all possible external influences on the signal from the satellites that the aircraft receives, including during the landing approach. The principle of operation of the GLS is simple: the location of the aircraft is determined by satellites, and the error is corrected by the ground station LKKS. Already today, GLS-equipped aircraft can land under meteorological conditions corresponding to ICAO Category 1.

Another component of the global satellite radio navigation system. is the MPSN. An aerodrome multi-position surveillance system (AMPSN) based on ADS-B multilateration technologies is already in operation at Domodedovo Airport, and in 2018-2019 it is planned to complete the implementation of aerodrome multi-position surveillance systems at Vnukovo and Sheremetyevo airfields. In addition, a project is underway to install technical means for monitoring the aircraft height control system (HMU).

Digital telecommunication networks are widely used in the branch. The digital telecommunications network of the FSUE State ATM Corporation branch is a multiservice data transmission network built on the use (lease) of channels from telecom operators and fiber optic lines using Multiprotocol label switching (MPLS) technology. This technology is by far the most efficient technology for transmitting Ethernet and IP traffic. The central transport core of the IP/MPLS network is built on the basis of carrier-level routers connected in a ring topology.

The high quality and reliability of services based on the IP/MPLS network is ensured through the use of intelligent traffic engineering (Traffic Engineering) and fast rerouting (Fast Reroute) mechanisms. This allows you to automatically automatically switch data flows to backup directions in case of accidents in physical media and failure of network equipment, as well as in the event of a significant increase in the load on the main routes. Process automation is provided by routing and signaling protocols MPLS.

The multiservice IP/MPLS network is the basis for organizing private virtual circuits (EVLL) and multiservice corporate networks (L2/L3 VPN) with QoS support for the transmission of various types of traffic: voice, video and data. To ensure the required quality of service on the IP/MPLS network, several classes of traffic service are used depending on the requirements for information transfer.

To date, the specialists of the MC AUVD branch maintain a single network of ground communication and data transmission in the Moscow air zone and the Moscow zone center of the EU ATM of Russia, which has over 450 active devices. This list includes switches, routers, multiplexers, PBXs, HDSL modems. The network equipment is controlled and monitored using a centralized control system located on the premises of the branch.

Prerequisites:

Profitable geographical location Russia allows flights from the countries of America to the countries of Asia through its airspace along the shortest routes. The intensity of air traffic increases by 7-15% annually. The increase in the number of transit air transportation, as well as the growing global interest in the development of the resources of the northern seas shelf, requires the development of air transport routes.

Air traffic service in the oceanic space has its own characteristics, therefore, special requirements are imposed on the equipment of oceanic ATC centers.

Today, more than 15 oceanic air traffic control centers have been created in the world. 4 centers serve the Oceanic VP in the states adjacent to Russia: Norway, Iceland, the USA and Canada. These centers are equipped with state-of-the-art ATC automated systems.

In accordance with international practice adopted by ICAO, the airspace in all states should be "seamless" for users. The airlines expect the service on the Cross-Polar and Trans-East routes to be provided at the same level throughout.

New Cross-Polar and Trans-Eastern routes:
Decision:

Russia's contribution to ensuring the required level of ATC is to create two oceanic ATC centers: Arctic (Murmansk) and Pacific (Petropavlovsk-Kamchatsky) equipped with advanced satellite communication and aircraft traffic monitoring systems, as well as modern ATC systems with dispatcher workstations with oceanic ATC functions.

The new oceanic ATC centers are being built on proven oceanic ATC technologies in the US, Iceland, New Zealand and Portugal.

To create centers, a mutual transfer of innovative technologies between JSC "Concern" MANS ", JSC Air Defense Concern Almaz-Antey, FSUE "State ATM Corporation", and a Canadian company "Adacel".

The Russian side provides technologies for determining vortex separation intervals in oceanic airspace and operational meteorological support for flights at high latitudes. The Canadian side provides technologies for automated control of aircraft traffic in oceanic airspace (ATC Aurora, installed in Anchorage (Alaska) and five other large oceanic centers).

In addition, together with the corporation Iridium the necessary technical solutions for the use of AMSS satellite communications for interaction with aircraft in a polar region of 5,000 km², where at the moment there is practically no possibility of observing aircraft and reliable communication.

The vortex safety technologies are unique and Russia has a priority in their creation. The introduction of new technologies for planning, controlling and coordinating flights with the cooperating foreign oceanic centers of Norway, Iceland, the USA, Canada and Japan will increase the attractiveness of the Russian Air Navigation System for foreign airlines. The expected increase in the intensity of air traffic is up to 50-60 thousand flights by 2020 and a two-fold (compared to 2012) increase in state revenues from air navigation services.

Functionality of new technologies:
  • Determination of safe vortex separation intervals
  • ADS-K global system based on Iridium satellite communications
  • Automatic conflict detection
  • Integration of ADS and communication channel "dispatcher-pilot"
  • Operational meteorological support of flights
  • Creation and maintenance of high-precision 4-dimensional flight path
Operational meteorological safety technology

Prompt provision of survey specialized maps of meteorological conditions at the workplaces of air traffic controllers with identification of meteorological phenomena dangerous for aviation in the area of ​​responsibility of the air traffic control center and adjacent regions.

The technology is based on the results of automated processing of a complex of information from atmospheric sounding by geostationary meteorological satellites and synchronous data from a hydrometeorological model of a regional forecast.

Technology features:

  • Possibility of simultaneous review of meteorological conditions in the entire area of ​​responsibility of the ATC center and the adjacent territory;
  • Presence on the maps of the directions of the transfer of meteorological phenomena;
  • Periodicity of review of current weather conditions - 15 minutes;
  • Delay in receipt of cards - no more than 15 minutes;
  • Ability to assess the dynamics of meteorological phenomena;
  • Spatial detailing of maps - 0.1° of geographical latitude and longitude (6 - 11 km).
New technologies for aviation safety and air traffic control for oceanic and remote areas
  • Provide surveillance in non-radar space (ADS), through the use of a satellite communication channel and other sources;
  • Improve communications through the use of controller-pilot digital data link (CPDLC);
  • Provide full integration of radar data and other surveillance tools (ADS-C, ADS-B, MLAT);
  • Enable accurate prediction and optimization of the 4-D (4-D) flight path profile of each aircraft;
  • Provide automatic coordination between adjacent ATC centers (AIDC and OLDI) and allow the development of air traffic control clearances;
  • Provide flight safety functions of various types (MTCD, APW, STCA. MSAW);
  • Allow you to fly on preferred routes (UPR) and change the route while in flight;
  • Allow to reduce the distance between aircraft, providing more efficient use of airspace;
  • Reduce the load on the dispatcher by automating manual processes and a comprehensive human-machine interface.
Benefits from the introduction of ATC AS based on new technologies:
  • Increasing the intensity of air traffic to 50-60 thousand flights by 2020;
  • Double (compared to 2012) increase in state revenues from air navigation services;
  • Improving flight safety by controlling air traffic flows along the network of Cross-Polar routes in a single ATC center in Murmansk, and Trans-Eastern routes - in Petropavlovsk-Kamchatsky;
  • Increasing the attractiveness of the Air Navigation System of Russia for foreign airlines through the introduction of new planning technologies and coordination of flights with the cooperating foreign oceanic centers of Norway, Iceland, the USA, Canada and Japan.
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