2. EUMETNET The E-AMDAR Operational Infrastructure
Stig Carlberg, Programme Manager and
Stewart Taylor, Technical Coordinator
Presentation to AMDAR Regional Workshop
CONAGUA, Mexico City, 8-10 November 2011

3. Content of Presentation
Introduction – Background
Infrastructure
Quality aspects
Optimisation systems

4. Content of Presentation
Introduction – Background
Infrastructure
Quality aspects
Optimisation systems

5. EUMETNET Members

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 – Background
Infrastructure
Quality aspects
Optimisation systems

9. A Generic AMDAR Infrastructure

10. E-AMDAR Infrastructure – Current Status

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 maintenance
costs associated with reconfiguring aircraft.
Data costs to individual NMHS:s for extra data

14. E-AMDAR Infrastructure – E-ADAS 1.

15. E-AMDAR Infrastructure – E-ADAS 2.

16. Content of Presentation
Introduction – Background
Infrastructure
Quality aspects
Optimisation 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 System
The 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 airlines
Reports from Global Monitoring Centres.
Monthly reports issued by Met Office, NCEP, NOAA/ESRL etc
Airlines.
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 day
TT, DD and FF obs-HIRLAM model, data timeliness
Linked to E-AMDAR Portal
Monthly statistical reports
Graphical 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 4
The 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 problems
Actions 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 – Background
Infrastructure
Quality aspects
Optimisation 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 observations
Some optimisation systems allow to e.g. define observations for (a group of) specified airports or for all airports in a geographical box
We can define our requirements in the optimisation system and the information is sent to the aircraft as a trigger message
The 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 FSS
Several FSS leads to higher development costs and more complicated management

24. E-AMDAR Infrastructure – Optimisation 1.

25. E-AMDAR Infrastructure – Optimisation 2.

26. E-AMDAR Infrastructure – Optimisation 3.

27. E-AMDAR Infrastructure – Optimisation 4.

28. E-AMDAR Infrastructure – Optimisation 5.

29. E-AMDAR Infrastructure – Data Visualisation 1.

31. QUESTIONS ?

32. Stig Carlberg E-AMDAR Programme Manager GIE/EIG EUMETNET
Contact Details
Stig Carlberg
E-AMDAR Programme Manager
GIE/EIG EUMETNET
E-AMDAR Programme Manager
Swedish Meteorological and Hydrological Institute, SMHI
Sven Källfelts gata 15
SE Vastra Frolunda,SWEDEN 
Tel:
Fax:
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GIE EUMETNET Secretariat
c/o L’Institut Royal Météorologique
de Belgique
Avenue Circulaire Bruxelles, Belgique
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