6 E-AMDAR Infrastructure - History 1. Up to 1999;Following on from the ASDAR and early AMDAR Programmes, development of European AMDAR took place.National Met Services (NMHS) had individual AMDAR Programmes with their National carriers; KLM (1993), Air France (1995), British Airways & SAS (1998) and Lufthansa (1999).Each NMHS responsible for data insertion to GTS.UK Met Office developed data processing system to handle British Airways data and the opportunity to provide a single processing system for European data.
7 E-AMDAR Infrastructure - History 2. EUMETNET-AMDAR was developed to;Demonstrate advantages of European collaboration,Increase efficiency of the regional AMDAR Programmes,Share financing of AMDAR Programmes.Operational Network established June 2000 by the Met Office (UK);10 National Met Services (EUMETNET Members) agreed to contribute.Programme “Pilot Phase” extended to 2002.Jan 2003, E-AMDAR became integral component of EUCOS Programme – managed by Swedish Meteorological and Hydrological Institute (SMHI).
8 Content of Presentation Introduction – BackgroundInfrastructureQuality aspectsOptimisation systems
11 E-AMDAR Infrastructure – Technical Co-ordinator 1. Responsibilities include:Daily monitoring of operational network and infrastructure,Fault reporting procedures,Liaison with participating airlines and NMHSs,Technical and administrative support to E-AMDAR Programme Manager, EUCOS and EUMETNET Management Teams,Support to WMO (Workshops, data provision etc),Attendance at relevant avionics/aviation meetings, representing AMDAR at various levels.
12 E-AMDAR Infrastructure – Technical Co-ordinator 2. E-AMDAR Fleet Configuration Plan (FCP).An annual document proposed to the Technical Advisory Group (TAG),Reviews current status of the E-AMDAR network,Provides recommendations to deliver EUCOS objectives,Provides details of operational infrastructure and data procurement costs,Proposals for operational spend to provide the required network,Describes proposals for network management for the coming year.Implemented once agreed by TAG – normally with effect 1st April.
13 E-AMDAR Infrastructure – Technical Co-ordinator 3. Costs to be calculated:Operational Infrastructure:E-AMDAR Data Acquisition System (E-ADAS) including ARINC AVINet (ftp service).E-AMDAR Data Optimisation System (E-ADOS).Other airline Flight Selection Systems (FSS).Quality Evaluation Centre (QEv Centre).Data Procurement costs:Airline costs include:data communication costs (downlink messaging),uplink triggering in FSS,fleet software maintenancecosts associated with reconfiguring aircraft.Data costs to individual NMHS:s for extra data
16 Content of Presentation Introduction – BackgroundInfrastructureQuality aspectsOptimisation systems
17 E-AMDAR – Data Quality 1 Onboard Aircraft Rudimentary parameter checks are carried out onboard the aircraft. These will vary according to aircraft type and the avionics systems fitted.Data Acquisition SystemThe E-ADAS is designed to carry out a set of validation checks before processing the data. The parameters used are as follows:Time – min and max value.Latitude/Longitude – min and max value and a max rate of change.Flight level - min and max value and a max rate of change.Wind speed – min and max value and a max rate of change.Wind direction - min and max value and a max rate of change.Air temp – min and max value and a max rate of change.DEVG - min and max value and a max rate of change.Using the E-ADAS, the Technical Co-ordinator also has the facility to disable aircraft that are seen to be producing erroneous data.
18 E-AMDAR – Data Quality 2 E-AMDAR Monitoring Centre (QEvC). QEv procedures outlined on separate slide and Dr. Hoff presentation)Technical Co-ordinator (TC).Daily monitoring and co-ordination with NMHS and airlinesReports from Global Monitoring Centres.Monthly reports issued by Met Office, NCEP, NOAA/ESRL etcAirlines.Prompt feedback to E-AMDAR on issues that could affect the network coverage
19 E-AMDAR - Data Quality 3 The QEvC: Daily QEv Report produced around 05:00UTC for previous dayTT, DD and FF obs-HIRLAM model, data timelinessLinked to E-AMDAR PortalMonthly statistical reportsGraphical representation of daily observations and aircraft used (updated every 2-3 days)Quarterly reports with extensive information on statistics for the period including case studies and investigations
20 E-AMDAR – Data Quality 4The need for good working relations between the E-AMDAR Programme and participating airlines (and the respective NMHSs) was identified as a key element to the success of this Regional collaboration.This has been achieved and is now well established. Airlines provide direct contact to the TC on aircraft problemsActions recommended by the TC to the airlines are generally acted upon and resolved quickly.Good feedback from the airlines is also provided to the TC, who records incidents and asks for necessary action to be taken. If necessary (and if incidents are thought to impact on the quality of data from other airlines) issues are shared with other participants of the Programme, who would liaise with their individual participating airline if applicable.
21 Content of Presentation Introduction – BackgroundInfrastructureQuality aspectsOptimisation systems
22 Optimisation system -Flight Selection System An optimisation system (FSS) is a software that allows you to define when, where and how - ASC/ENR/DES – (individual) aircraft should make observationsSome optimisation systems allow to e.g. define observations for (a group of) specified airports or for all airports in a geographical boxWe can define our requirements in the optimisation system and the information is sent to the aircraft as a trigger messageThe optimisation system is airline specific and nested in the IT-system of the airline
23 Optimisation system -Flight Selection System It is to be preferred to have all participating airlines in one and the same FSSSeveral FSS leads to higher development costs and more complicated management