Communication Systems

<< General >>

<< Ground/Ground Communication >>

Datalink Network

AIDC

Aeronautical Telecommunication Network

AMHS

<< Air/Ground Communication >>

<< Service >>

Air/Ground Datalink Application

AIS

VHF Digital Link

PDCS

VDL Mode-2 transition

D-FIS / D-ATIS / D-VOLMET

HF Data Link

<< Other >>

AMSS

CBB

Gatelink

SwiftBroadband

Communication

Datalink Network

Overview
Datalink Network
ACARS

ATN

Broadband IP

Widely used today

In development 1992
Slow acceptance by aviation community

Dominant in grounds network

Implemented for cabin, but not for
cockpit

Approved by aviation industry

Approved by aviation industry

Under negotiation

Low bandwidth

Moderate bandwidth

Hi bandwidth

Dedicated to aeronautical
communications

Dedicated to aeronautical
communications

Common network using COTS device

makes cost reduced
IP Standards and requirements not
matured

Datalink Media
VHF

HF

SATCOM

Broadband

Gatelink

Rate

2.4kbps (POA)
31.5kbps (VDL2)

1.8kbps

0.6kbps 10.5kbps

- 432kbps
10 - 40Mbps

384kbps 50Mbps

Coverage

Continental

Continental
Oceanic
Polar

Continental
Oceanic

Continental
Oceanic

Airport

Broadband
Generally refers to a user access network connection with bandwidth approximately 1 Mbps or more. It is essential for graphicintensive websites, music services and video applications. Common forms of broadband include DSL (Digital Subscriber Line),
cable modem, WiFi (wireless access), and Metro Ethernet (Ethernet access over optical fiber).

Communication
Overview
ATN is a global inter-network that will provide for
digital communications between ground users, and
aircraft.
ATN provides the data communication required to
support the distributed ATM automation system.
Compared to conventional voice communication
systems, the ATN and its ATM applications offer the
following benefits:

ATN (Aeronautical Telecommunication Network)

Air/Ground Subnetworks

Airborne Subnetworks

AMSS

Avionics (AES)

VHF Digital Link

Ground/Ground Subnetworks

SSR Mode S Data Link

LANs (Ethernet, Token Ring, FDDI, etc.)

HF Datalink

WANs (X.25, Frame Relay, ATM, ISDN)

Sample Configurations

better clarity of communications resulting in reduced

transmission and/or interpretation errors;
more efficient use of communication channels
resulting in less air-ground radio channels and less
dedicated lines on the ground;
possibility of connecting any two-end users
(airborne or ground-based) in a global data
communication network environment;
reduced workload for pilots, controllers and other
personnel involved in ATM due to the availability of a
variety of pre-formatted and stored messages; and
reduced requirements for multitude of
communication systems by accommodating ATSC,
AOC, AAC and APC.
ATN Ground-to-ground applications include AMHS
(ATS Message Handling System) and AIDC (Air
Traffic Inter-facility Data Communications)

Communication (A/G)

Air/Ground Data Link Applications

Overview

International Activities

Voice radio messages between pilots and air traffic controllers

are exchanged continuously. The Controller-Pilot Data Link
Communications (CPDLC) system reduces the number of
voice messages by using a special electronic link for routine
messages. These messages are digitally displayed on a
computer screen in the cockpit. Shifting routine transmissions
from voice to data link communications frees up voice
frequencies and reduces delays.

DATA

GES

DATA

SARPs for the ATN were included in the ICAO Annex 10, Volume III,
Part 1, Chapter 3 (Aeronautical Telecommunication Network),
introduced as part of Amendment 73 to Annex 10, applicable with effect
from November 1998.
The initial ATS to be offered by the ATN, i.e. Controller Pilot Data Link
(CPDLC) and ADS relieve R/T congestion and provide accurate and
timely surveillance information in remote and oceanic regions. The
result of these services will reduce controller workload and
correspondingly increase capacity and safety levels

In 2002, ARINC installed and deployed thirteen VDL Mode 2 ground

stations to provide coverage for the US FAAs CPDLC Build 1
programme in the Miami Air Route Traffic Control Center (ARTCC). The
associated infrastructure included redundant ATN air-ground and
ground-ground routers. Deployment of VDL Mode 2 (in an ATN
environment) by ARINC was planned in Europe for the operational use
of CPDLC at the Maastricht Upper Area Control Center (UACC) .
Further deployment was also foreseen in Japan.

ATM CENTER

DATA

http://usrwww.mpx.com.au/~cjr/CPDLC.htm

Communication (A/G)

ARINC/ATN Standards on OSI Model

Overview
The following table shows OSI model vs ATN/ARINC standards.

Character-oriented protocol ACARS Bit-oriented protocolATN

PDU n

PH(SYN)

AHDYUOJ377KIHFL735-

8-bit ASCII character character only

PDU m

01111110 0100011101010Arbitrary sized bit fieldsbit stream

Communication (A/G)

ACARS Standards

Overview
The following table shows structure of ACARS systems.

Airborne Systems

Datalink Provider

ACARS Management Unit

Datalink Service Processor

AOC / ATS Application

(ARINC622,623)

Airline Host Computer

User Ground System
AOC / ATS Application
(ARINC622,623)

AEEC 620 ACARS Protocol

Label/SMI Conversion

AEEC 620 ACARS Protocol

Air/Ground Routing Protocol

Air/Ground Routing Protocol TEI Processing

VHF
(ARINC 618)

AMSS
(ARINC 618)

AMSS
(ARINC 618)

VHF
(ARINC 618)

AEEC 620 ACARS Protocol

AEEC 620 TEI Processing

IATA SMT
(BATAP)

IATA Standard Message Text

(BATAP)

Data network
Node (X.25)

Data network
Node (X.25)

AMSS Data2
SDU
(ARINC741)

GES
(Inmarsat SDM)

VHF
VHF Radio
(ARINC716)

VHF Radio Station

Air to Ground formats

Teletype
Router
Type-B formats

Communication (A/G)

VDL (VHF Digital Link)

VDL Mode 4

Overview

VDL Mode 2
Data communication system to overcome the capability limit of
ACARS; faster, more reliable and more flexible, can send
graphic data as well as characters. Carrier Sense Multiple
Access with 31.5kbps speed.

Flight Information
WX Information Graphics
Data

Data
communication

Data-only

VDL Mode 3

Security assurance by digital voice for ATC, efficient frequency

use by sharing channels among multiple users. Time Division
Multiple Access with 31.5 kbps.

Voice
Voice
JA
MAINTAIN 120

Originally developed as air-ground link for ADS-B, but can serve for
point-to-point communication. Self-organizing Time Division Multiple
Access with 19.2 kbps.

Data

Data Voice

A B CDA B CD

VDL Type

8.33kHz
Separation

Mode-2
ARINC/SITA

Mode-3
Selected FAA

Mode-4
Euro/Russia

Application

Voice com

Data com

Voice/Dat
2V2D/4V

ADS-B
(Data com)

Relation with existing

system

VHF com

ACARS

RCAG/RAG

None

Modulation scheme

Analog

D8PSK

D8PCK

D8PSK/GFSK

Bit rate

31.5kbps

4.8kbps4
(31.5kbps)

19.5kbps

Media access scheme

CSMA
No time critical

TDMA
Time critical

STDMA
Time critical

International Activities
1996: technical specifications relating to the RF characteristics for VDL;

CPDLC
Flight Information
WX Information
Graphics Data

1997: SARPs and guidance material for VHF digital link (VDL-Mode 2);
2001: integrated voice and data link system (VDL Mode 3); and data
link satisfying surveillance applications (VDL Mode 4);

Communication (A/G)

VDL Mode-2 transition

Overview
There is step by step action to implement VDL-Mode2. The followings are reasons why interim action is required for ATN/VDL Mode-2:
VHF ACARS network saturation in the high density airspace of Europe and the USA could be resolved by the use of VDL which
provides 10-20 times more capacity per channel.
ATN implementation in aircraft will be facilitated by the prior installation of CMU/VDR architecture.
An interim VDL implementation in avionics justifies the deployment of a network of VDL ground stations which are ready to support
ATN service.
An Interim VDL implementation will provide experience of VDL use of the VHF band which is needed to plan for a system to support
ATC datalink.
ARINC758 CMU

ARINC716 Radio

Analog MSK Signal

ACARS (POA)

Audio Signal
(POA)

To Analog VHF Network

ARINC758 CMU

ARINC750 Radio
Digital D8PSK

VDL-Mode2 (AOA)

ARINC 429
Signal (AOA)
To Digital VHF Network

ARINC758 CMU

ARINC750 Radio
Digital D8PSK

VDL-Mode2 (ATN)

ARINC 429
Signal (AOA)

Character-oriented data communication

between aircraft systems and ground systems
(Plain Old ACARS). ). The mode of transmitting
the analog signal to legacy ground stations is
Minimum Shift Keying (MSK), operating at
2.4KHz.
ACARS messages and routing over VDL Mode
2 air/ground data link (D8PSK). The
transmission mode is now Differential 8 Phase
Shift Keying, operating at 31.5 KHz. Higher
level message formats are identical to POA
without any changes to the airborne and ground
application.

BIT-oriented communications, OSI model,

dissimilar data links. End to end support of VDL
mode 2 in an ATN environment

To ATN

Communication (A/G)

VDL Mode-2 transition

ACARS/VDL Communication Connection

ATN

AoA

AVLC link

ACARS(POA)

AVLC link
VHF
Ground
Station

ATN User Traffic

Remote
Ground
Station

ACARS User Traffic

POA:Plain
Old
ACARS
AoA:ACARS
over
AVLC
AVLC:Aviation
Link
Control

Data Communication
Network

ATN System

AoA:ATN
Coverage

ACARS DSP

ACARS Host

ACARS
Coverage

Communication (A/G)
Overview

HFDL (HF Data Link)

International Activities
Amendment 74 (1999) to the Annex 10 introduced the SARPs for HF
data link.
ARINC initiated service of its SARPs-compliant HFDL system in
January 1998. During 2003, 14 geographically diverse HFDL ground
stations, transmitting on 30 active frequencies, provided near global
(exception:Antarctica) A/G data link coverage. An adaptive frequency
management program changed the active frequencies at each site in
response to atmospheric conditions, such as day-night temperature
changes and ionospheric anomalies, to achieve optimum propagation
and to avoid interference with nearby HFDL ground stations or HF
voice stations. ARINC will expand site configurations as required by
equipage and usage growth.

HFDL coverage provides a uniquely cost-effective data link

capability for carriers on remote oceanic routes, as well as the
polar routes where SATCOM coverage does not reach. HFDL
avionics are much lower in cost than SATCOM, and many
carriers use HFDL instead of satellite services, or as a backup
system. HFDL is still the only data link technology that works
over the north pole area above 80deg, providing continuous,
uninterrupted data link coverage on the popular polar routes
between north America and eastern Europe and Asia.
Transmissions on HF are in USB on a sub carrier of 1440 Hz
with a symbol speed of 1800 baud. Modulation is 2-PSK, 4-PSK
or 8-PSK with effective bit rates of 300, 600, 1200 or 1800
bits/sec. The HFDL service is operated by ARINC as
GLOBALink service through a worldwide network of HF stations.

10

Communication (A/G)

AMSS ( Aeronautical Mobile Satellite Service )

Overview

International Activities

Voice and data link communication between aircraft and ATC

using satellites enables reliable and high quality
communication in oceanic airspace.

Satellite 1

Center 1

Center
2

Satellite 2

Amendment 70 (applicable: 1995) for Annex 10 introduced SARPs

for the aeronautical mobile-satellite service (AMSS).
Then, Amendment 75 (2000) specified changes to the AMSS
SARPs introducing a new antenna type, a new voice channel type
and enhanced provisions for interoperability among AMSS systems

The AMSS function of Japans MTSAT system is fully compliant

with the AMSS SARPs and fully supported all types of aeronautical
communications defined by ICAO. JCAB had signed an operational
agreement with Inmarsat, which is providing AMSS services
worldwide, in order to assure full interoperability between MTSAT
and the Inmarsat system. The aircraft earth station (AES) currently
operating in the Inmarsat system would be able to use the MTSAT
system without any modification to aircraft systems by simply
adding MTSAT data to their satellite data unit (SDU).

ATM
Center

11

Communication (A/G)
Overview
Wireless gatelink is a system that utilizes Wireless Local Area
Network (WLAN) technology to transmit data throughout an
airport environment, enabling instant sharing of data between
aircraft, passenger terminals, maintenance operations,
baggage handling, ground-support equipment and more. Such
instant sharing of data would help airlines to increase
operational efficiency and improve on-time performance.

Gatelink
International Activities
A "wireless gate link" system was trialed by Boeing at Changi
airport. It is essentially a wireless digital link between an
airport terminal building and an aircraft on the tarmac which is
capable of transmitting airline operations data. Changi Airport
is among the world's first commercial airports to be equipped
with a working wireless gate link system. This will offer cuttingedge services to airlines, significantly strengthening
Singapore's position as a global air hub.

Getelink can provide 384kbps 50Mbps data to airplane

around airport. This can enable the systems that require hi
speed data network as like EFB.

The definition of an Electronic Flight Bag (EFB), according to

the FAA's Advisory Circular (AC No. 120-76A), is an electronic
display system intended primarily for cockpit / flightdeck or
cabin use. EFB devices can display a variety of aviation data
or perform basic calculations (e.g., weather, performance data,
fuel calculations,etc.). In the past, some of these functions
were traditionally accomplished using paper references or
were based on data provided to the flight crew by an airline's
"flight dispatch" function. In short, an EFB is an electronic
information management device that helps flight crews
perform flight management tasks more easily and efficiently, in
a less-paper environment.
Electronic Flight Bag

12

Communication (G/G)

AIDC (ATS Interfacility Data Communications)

Overview

The AIDC(ATS Interfacility Data Communications) provides a means of exchanging operational air traffic control flight information
between ATS Units via ground/ground data link. The AIDC application automatically exchanges ATC information between ATSU in
support of the ATC functions relating to NOTIFICATION of flights approaching an FIR boundary, CO-ORDINATION of boundary
crossing conditions, and TRANSFER of control at the FIR boundary. AIDC services reduce the workload of air traffic controllers.
Notify Phase

Coordinate Phase

Transfer Phase

International Activities
In accordance with Decision of APANPIRG/13, the AIDC Task Force was reconvened to re-examine and update the ASIA/PAC ICD for AIDC
(based on AFTN) published in June 1995 in order to allow States implement their systems in a consistent manner. The Review Task Force
meeting, was held in Brisbane in March 2003, in which the following items were discussed,
AIDC message set
Message sequences
Each elements of message set
The Asia/Pacific AIDC ICD version 2 was published on 28 March 2003.

Reference - http://www.icao.int/icao/en/ro/apac/attf3/pres_atns3-2.pdf

13

Communication (G/G)
Overview

AMHS (ATS Message Handling System )

ATN/AMHS service

ATS Message Handling System (AMHS) is designed to process

ATS messages including Flight Plan, NOTAM, etc, based on ISO
MHS Standard over the ATN Internet.
AMHS will only process messages to it end user of its domain.
AMHS also perform as a gateway for AFTN/CIDIN as required
ATS Message Handling System (AMHS) is the Message
Handling System (MHS) for Air Traffic Control, which is running
X.400 protocol with ATS Message Server, ATS Message User
Agent, and AFTN/AMHS Gateway or CIDIN/AMHS.
The ATS Message Service, which is a store-and-forward
messaging service over the ATN Internet

Ground/Ground network configuration in Asia

Basic ATS Message Service

Meets the Basic requirements of the first version of the Message
Handling Systems (MHS) Profiles published by ISO, and additional
features to support the AFTN service

CN

JP

US

KR

Extended ATS Message Service

MN

Provides several functionalities in addition to those of the Basic

ATS Message Service

IN

BD

HK

TW

MM

The ATN Pass-Through Service, which is a transmission

facility over the ATN Internet for AFTN (Aeronautical Fixed
Telecommunication Network) messages.

LA

LK

PH

TH
VN
KH
BN

MY

The ATN Pass-Through Service encapsulates and

decapsulates AFTN messages at an AFTN/ATN type A
Gateway.

SG
ID

ATN Backbone Site

ATN Site

FJ
AU

14

Communication (service)

AIS Enhancement

Overview
The Air Traffic Management (ATM) environment has evolved
over the last forty years from a mainly procedural based
system in which aircraft is navigated by the specific radio
navigation facilities to an RNAV based system with radar
coverage.
The process of evolution has been enabled by the introduction
of automated air and ground systems and their associated
databases. Progressively, the systems have depended
on the availability and reliability of digital navigation
databases which are assembled by data derived from
appropriate paper-based aeronautical information
publications (AIP) and associated documentation.

Concept
Electronic AIP

ELECTRONIC TERRAIN
AND OBSTACLE DATA

Truly Electronic version of AIP

(ICAO ANNEX15 CHAPTER10)

Based upon XML technology

Obstruction
Database

Web/CD-ROM/Paper/.. distribution
Fully ICAO compliant
Independent of local systems
(DB, Word Processors)

Aircraft
Reference

Uniformity in structure,
content & presentation

Airport
Database

Sample Configurations

The role and function of aeronautical information has been

changing significantly.
With advancement of these changes, the amendments of
ANNEX4, ANNEX15 regarding to the following issues
have been commenced.
Introduce Quality Systems for AIS

Terrain
Database

Users

Non-fixed
Form

RAW DATA
SOURCE

Provide

Other Countries

Retriev
e

Retrieve

Retrieve

Fixed form
RAW DATA
SOURCE

Provide

Exchange

establish Static Data base and exchange data world wide.

Static Data management function

Digital terrain data, obstacle data and airport mapping data.

ARIN424

AIS
Data Base

RAW DATA

introduce GIS technology for AIS

It is planned, between North American and European
Regions, to commence the exchange of aeronautical static data
from 2006.

Format
Check

STATIC DATA
WORK FILE

Receive

AIS CENTER

Edit Static Data

OBSTACLE DATA

STATIC
DATA

Register and Issue

Static Data

AIXM

Product management function

MAP/TERRAIN

e-AIP

e-AIPe-Chart

e-Chart management function

e-AIP
e-Chart WORK FILE

e-Chart

Edit and Issue e-Chart

e-AIP management
function
Edit and Issue e-AIP

Quality system

Asia/Pacific Region should correspond to such developments.

15

Communication (service)
Overview
From flight, runway and taxiway instructions, to information on
avionics equipment, frequency outages, NOTAM and local
weather conditions including VOLMET, pilots can obtain
FIS/AIS/NOTAM/VOLMET messages worldwide with high
reliability, at any time, using Datalink Information Service that
include D-FIS, D-ATIS and D-VOLMET.

D-FIS (D-ATISD-VOLMET)
International Activities
Already available at many world's busiest airports and in use by
hundreds of the airlines, D-FIS / D-ATIS / D-VOLMET allows pilots
to receive and read text messages using the aircraft's existing
display format via data link service.

Here's benefits aviation stakeholders can receive:

AircrewWith reliable, accurate delivery of messages via
digital data link, the aircrew no longer needs to find an open
voice channel and manually transcribe routine information.
Pilots can download and save D-FIS / D-ATIS / D-VOLMET
messages at any time during the flight, opening up the critical
approach phase for more important tasks.
AirlinesEarly departure messages mean fewer delays and
improved airline efficiency.
PassengersReduced aircrew workloads and fewer delays
mean more traveler convenience.
Air Traffic Service ProvidersCompatible format means
ATSPs can have their D-FIS / D-ATIS / D-VOLMET messages
received by aircraft around the world, regardless of the
installed avionics.
Airline Operations CentersAOCs can compile regularly
delivered messages used in dispatching flight operations, as
well as in prioritizing and planning ahead.
Air Traffic ControllersAdvanced D-FIS / D-ATIS / DVOLMET workstations allow controllers to quickly generate
and update messages on airports and routes status and
weather conditions.

D-FIS
D-VOLMET

D-FIS

D-VOLMET
D-ATIS

RCAG

Airport

16

Communication (Service)

PDCs (Pre-departure clearances)

Overview

International Activities

Getting an IFR route clearance has often been difficult during

busy times at major airports, with pilots competing on a
congested clearance delivery frequency, and controllers
having to read involved, often lengthy instructions. The PreDeparture Clearance System transmits to flight crews, via
data link, Air Traffic Control information on pre-departure
clearance. The system eliminates the need for voice contact
between the flight crew and the tower and can relieve the
congestion on the ATC tower clearance delivery frequency
that causes much of the delay at busy airports.

PDC delivery over data link was available at 57 airports in the U.S. in
April 2001 according to ARINC.
In Australia, pre-departure clearances are automatically formatted by
TAAATS and sent over the data communications networks to airline
flight operations computers or duty controllers in the flight operations
centre.
China started operations at Hong Kong International Airport on the predeparture clearance (PDC) delivery to aircraft via data link. Aircraft
equipped with the appropriate aircraft communications addressing and
reporting system (ACARS) and the required software can access and
receive the full script of PDC messages. China is considering to extend
PDC delivery services via data link to other major airports in China.

datalink

17

Communication(Other)

CBB (Connexion by Boeing)

Overview
Connexion by Boeing gives you high-speed Internet access while you're traveling. Our network speeds are comparable to a modern home
or office environment. Connexion by Boeing provides the following service.
Send and receive E-mail
Browse the Internet

Access your Company Intranet

4ch Television
CBB is the service mainly focus on AAC and APC, and
not focus on ATC so far. However, Connexion by
Boeing provides hi speed connection service, so pilot
can be possible to acquire the large size of information
as like Weather Map that is impossible to send by
ACARS . In the future, it might be possible to use hi
speed data service on ATS through CBB.

Connexion by Boeing is already available by some

airline including Singapore Airline, JAL, ANA, etc
http://www.connexionbyboeing.com/index.cfm?p=cbb.aboutservice&l=en.US&ec=&cfaq=cs&e=#e4

ConneXion by Boeing

18

Communication(Other)

SwiftBroadband (BGAN) by INMARSAT-4

Overview

The first of three new generation Inmarsat-4 satellites is successfully launched on May 28, 2005. Inmarsat-4 will provides BGAN which is
an IP and circuit-switched service that will offer voice telephony and a sophisticated range of high-bandwidth services, including internet
access, videoconferencing, LAN and other services, at speeds of up to 432kbit/s. Compared with an Inmarsat-3 satellite, the Inmarsat-4
boasts 60 times more power, 25 times the receiver sensitivity, 16 times the capacity and 12 times greater efficiency in its use of radio
spectrum.
In terms of passenger connectivity, BGAN is expected to deliver cost improvements for existing offerings such as laptop e-mail and
SMS/seat-back e-mail, while enabling new services such as VPN and access to corporate intranets, web browsing and GSM services.

BGAN will also deliver further enhancements for operational applications, enabling airlines to continue integrating aircraft systems into the
overall IT environment. It might include not only AOC, APC, ACC, but also ATC.
Inmarsat currently intends to launch a second I-4 satellite in the third quarter of 2005, which will be located over the Atlantic Ocean at
53W and provide service for the Americas. The two I-4 satellites will then cover 85 percent of the world's land mass. If two Inmarsat-4
satellites is successfully launched, another Inmarsat-4 satellite may cover pacific ocean area.
When the two satellites are fully operational, currently
expected in the fourth quarter of 2005, Inmarsat intends
to launch its new Broadband Global Area Network
(BGAN) service.

19

Navigation

Navigation System

Overview of GNSS
Airborne Based Augmentation System (ABAS)
Satellite Based Augmentation System (SBAS)
Ground Based Augmentation System (GBAS)
RNP RNAV

RNAV Approach
WGS-84
RAIM

20

Navigation

Overview of GNSS

Overview of GNSS

(The Global Navigation Satellite System)

GNSS is the navigation system described in ICAO SARPs. It
consists of the following:
(1) Core Satellite positioning systems that combine trigonometric
measurement data obtained by receiving synchronized signals
broadcast from multiple orbiters and

Three types of
Augmentation systems:
(a) Aircraft-Based Augmentation System (ABAS)

(b) Satellite-Based Augmentation System (SBAS)

(2) Augmentation systems in three types.

(c) Ground-Based Augmentation System (GBAS)

The United States' GPS and Russian GLONASS are the two core
satellite constellations that are currently operating. Maintenance and
technical development, such as provision of new civil frequency and
deployment of lighter/new generation satellites are under way.

RAIM is a typical example of ABAS. As SBAS's, the United

States' WAAS is operating, and the European EGNOS, the
Japanese MSAS, and the Indian GAGAN are being
implemented. GBAS is being tested in two states: the US LAAS
and the Australian GRAS.

21

Navigation
Overview

Airborne Based Augmentation System (ABAS)

International Activities

Aircraft-based augmentation system (ABAS) augments and/or

integrates the information obtained from GNSS elements with
other information available on board the aircraft. One type of
ABAS is called receiver autonomous integrity monitoring
(RAIM), which can be used if there are five or more satellites
with suitable geometry in view. Other aircraft-based
augmentations can also be implemented and are usually
termed aircraft autonomous integrity monitoring (AAIM). Some
other augmentation techniques, which are particularly useful
for improving availability of the navigation function, employ
inertial and altimetry-aiding, more accurate time sources or
some combination of sensor inputs. .

ICAO validated the GNSS SARPs, including ABAS, in June 2000,

which then became official with an Applicability Date of 1 November
2001.
Aeronautical Information Circular (AIC) H20/98, dated 16 July 1998,
provides details of the Australian GPS Receiver Autonomous
Integrity Monitoring (RAIM) Prediction Service. This service is an
enhancement to the pre-flight briefing services provided for those
aerodromes with a GPS non-precision approach. New Zealand,
Tonga, Canada and East Timor now also use the Australian RAIM
Prediction Service.

Functions
Integrity monitoring
Fault detection and exclusion
Receiver Autonomous Integrity Monitoring
(RAIM)

Uses GNSS information exclusively

Aircraft Autonomous Integrity Monitoring (AAIM)
Uses information such as INS and
barometric altimeters
Availability aiding for the position solution
Accuracy aiding through estimation of remaining errors
in determined ranges

http://www.gmat.unsw.edu.au/
snap/publications/
hewitson_2003a.pdf

22

Navigation
Overview
SBAS is the ICAO term for what is also commonly known as
the Wide Area Augmentation System or WAAS. With this
system the correction information is collected from a network of
GPS reference stations which are located throughout the
country. Since their positions are exactly known, the reference
stations correct any measurement errors from the satellites for
their area. Correction information from each reference station is
gathered and linked to a master station where it is analysed
together with local tropospheric as well as ionospheric
information. This is then sent via a geo-stationary satellite
communications link, currently provided by Inmarsat satellites,
to an SBAS receiver on board the aircraft. This correction
information is then used to amend the position derived from the
signals received directly from the GNSS constellation resulting
in increased positional accuracy of the aircraft up to better than
10 meters or up to Cat I precision

Satellite Based Augmentation System (SBAS)

International Activities
WAAS was commissioned in July 2003 for use in all phases of air
navigation in the US including instrument approach with both lateral
and vertical guidance (lateral navigation (LNAV)/vertical navigation
(VNAV)).
EGNOSs technical validation is to be completed in 2004, to enable
operational use of the EGNOS signal for safety-of-life applications in
2005. Possible evolution scenarios of EGNOS after 2004 were
being assessed.
MSAS is launched and expected to be operational in 2006.
GAGAN project is also being planned to cater to the satellite
navigation augmentation requirements for aircraft operators and
ATS providers in the Indian and neighboring airspace.

Functions
Ranging
Provide an additional pseudo-range signal from a
SBAS satellite

Core
satellites

Satellite status

SBAS satellite
STEP5
Downlink to
Users

Determine and transmit the GNSS satellite

health status
Basic differential correction
Provide GNSS satellite ephemeris and clock
corrections (fast and long-term)
Precise differential correction

Determine the ionospheric error and transmit

ionospheric corrections

STEP1
Receive GNSS/SBAS signal
STEP2
Create SBAS message

Core
satellites
User

STEP4
Uplink to
SBAS
satellite

STEP6
Using SBAS
message

STEP3
Create SBAS signal

23

Navigation

Ground Based Augmentation System (GBAS)

Overview
GBAS is the ICAO term for what is also commonly known as
Local Area Augmentation System or LAAS. This provides
increased position accuracy by sending GNSS differential
corrections to aircraft to enhance the aircraft's position accuracy.
This is achieved by having a GPS reference at an accurately
surveyed position. The GPS position determination is compared
against the known reference position and the difference taken
into consideration. In practice for GBAS , several such GPS
reference receivers may be utilised to provide the difference
information with the corrections compared so that they do not fall
outside a preset tolerance. The additional reference receivers
are to ensure integrity is maintained.

International Activities
LAAS ground facilities, from its first deployment, will support both CAT
I instrument approaches and the GBAS positioning service at selected
airports. The USs FAA awarded a contract in April 2003 for the design,
development and production of the LAAS ground facility. After
validating the system design, the FAA plans to install a limited number
of ground systems throughout the US. LAAS
GRAS, for which the validation of draft SARPs is being progressed
with the aim of presenting the completed validation to the Navigation
Systems Panel of ICAO in May 2004. Australia had built a GRAS test
bed to facilitate the validation of the GRAS SARPs.

The correction information is sent to aircraft via a VHF datalink

where the GBAS receiver takes into account the correction to
improve its own position location. Position accuracies of 1 meter
or better can be achieved to attain precision approach landing
capability from CAT I to CAT III.
Functions

Positioning information

GPS

Provide locally relevant pseudo-range corrections

GBAS
receiver

Provide GBAS-related data

Correction
data

Provide final approach segment data

Provide predicted ranging source availability data

Master
station

Provides integrity monitoring for GNSS ranging sources

Positioning
information
Monitoring
station

Reference
station
Airport Pseudolite

24

Navigation
Overview

Receiver Autonomous Integrity Monitoring(RAIM) is an algorithm

which gives an indication if the GPS can be used for an intended
flight.
The RAIM availability (or ability of a GPS receiver to provide a
RAIM warning) is dependent on the number of satellites available
or in view by the GPS receiver. If there are less than certain
number at any point in time at some location then this is
identified as a 'RAIM hole' (or RAIM unavailability). In this
condition, the accuracy of the position indicated by the GPS
receiver can not be guaranteed, and requirement defined by
ICAO can not be met.

RAIM
International Activities
RAIM prediction tools are provided by some authorities as like auger
by Eurocontrol (http://augur.ecacnav.com/), RAIM prediction service by
Airserviceaustralia (http://www.airservicesaustralia.com), etc..
RAIM outage data is distributed by AFTN or specific route on request
base.

It is basically a function of the geometry of the GPS satellites

overhead of the receiver. Additionally, some satellites may have
been taken out for 'maintenance' by the owners of the GPS
constellationthe U.S. Department of Defence (DoD). GPS
NOTAMS or Notice Advisories to Navstar Users (NANUs as they
are called) are disseminated by the DoD prior to any planned
GPS satellite outage. (See US Coast Guard Website)

25

Navigation

RNP RNAV

RNP
RNP (Required Navigation Performance) is a statement of navigation
performance accuracy necessary for operation within a defined airspace.
RNP can include both performance and functional requirements, and is
indicated by the RNP type.
RNP type is used to specify navigation requirements for the airspace.
ICAO has standardized the following RNP Types, RNP-1, RNP-2, RNP12.6 and RNP-20.

Desired Path
4NM

4NM

4NM True Position

95% probability

RNAV

Multiple track

RNAV (Area Navigation) is a way of calculating your own position, using the flight safety satellite equipment and installed navigation
devices to navigate the desired course. The airways until now have made mutual use of the flight safety satellite equipment, which has often
led to broken line routes.
In the case of the RNAV routes, however, it has been
possible to connect with an almost straight line to any
desired point within the area covered by the satellite
equipment. Setting the RNAV routes has made it possible to
ease congestion on main routes and make double tracks.
RNP RNAV
It is important to distinguish between RNP and RNP RNAV
operation. In RNP-x RNAV airspace, performance requirements
include containment. Containment is a set of interrelated parameters
used to define the performance of an RNP RNAV navigation system.
These parameters are containment integrity, containment continuity,
and containment region. The accuracy requirement is the 95% of TSE.
Integrity and continuity are specified relative to a containment region,
whose limit is equal to twice the RNP value.

RNP value

RNP value x 2 =
Containment Limit

Desired Path

The containment region quantifies the navigation performance where the

probability of an unanunciated deviation greater than 2 x RNP is less than 1x10-5.

26

Navigation

RNAV Approach

Overview
RNAV approach is the method to use RNAV concept for approach.
RNAV approach may have the following merit.
Create new shortcut approach route
Save Fuel
Reduce Offset ( Straight in )
Improve MDA (Minimum Descent Altitude )
Improve on-time arrival rate
Improve service available rate
RNAV approach can be proceeded on the following condition.
The airplane is equipped with certain categorys GPS receiver.
RNAV approach procedure at relevant airport is authorized
RAIM outage condition is not existed or predicted.

RUNWAY

VOR/DME approach

RUNWAY

International Activities
RNAV approach have been implemented at some airports.
RNAV approach

27

Navigation
Overview

The WGS-84 was developed to provide for more precision and

continuing updating of geodetic gravitational data also to offer
means for interrelating positions based on various geodetic
systems or datum through a system of coordinates that consider a
single earth center as its fixed system. The WGS-84 represents
the model of geocentric, geodetic and gravitational earth that uses
data and technology available as of 1984. Such system allows the
user to relate geographic data, such as coordinates obtained from
a source based on a local datum, with another source. The WGS84 is an ideal system for global navigation applications such as
international air operations. In a static survey modality, the
precision of geodetic latitude and longitude and geodic height of
WGS-84 is within one meter.

WGS-84
International Activities
In March 1989 the Council of the International Civil Aviation
Organisation (ICAO) accepted a recommendation from its Special
Committee on Future Air Navigation Systems (FANS/4) which
stated:
"Recommendation 3.2/1 - Adoption of WGS 84
That ICAO adopts, as a standard, the geodetic reference WGS 84
and develops appropriate ICAO material, particularly in respect to
Annexes 4 and 15, in order to ensure a rapid and comprehensive
implementation of the WGS 84 system.
In February 1994 the ICAO Council adopted Amendment 35 to
Annex 11 (Air Traffic Services) and Amendment 28 to Annex 15
(Aeronautical Information Services) to the Convention on
International Civil Aviation which mandated the use of WGS 84 as
the common geodetic reference system for civil aviation with an
applicability from 1 January 1998.

The applicability date for the implementation of WGS 84 was in line

with the ECAC Ministersdecision in relation to RNAV
implementation in 1998, for which WGS 84 implementation was a
pre-requisite.

In March 1997 the ICAO Council adopted Amendment 29 to Annex

15 (Aeronautical Information Services) to the convention on
International Civil Aviation, which mandated the use of the vertical
component of WGS 84 with selective applicability from 5 November
1998.

28

Surveillance

Surveillance Systems

Overview of Surveillance Systems

SSR Mode S
ADS System
Multilateration System

29

Surveillance

Overview of Surveillance Systems

Overview

PSR
Major TMA

Surveillance systems for each airspace

ADS-C

Communication Satellite
(e.g. MTSAT)
GPS/GLONASS/
GALILEO

SSR
Mode S

SSR
Mode S

ASDE /
Multilateration

ADS-BState Vector and Intent data

Oceanic

En-route

TMA

Major
Airport

ADS-C

Surveillance Systems Architecture

En-Route
ADS-B
ADS-B

Oceanic
ADS-B

SSR
Mode S

TMA
SSR Mode S

ADS-B

ATS
Provider

ATS
Provider
Data fusion of ADS-B,
ASDE, Multilateration,
etc.

ADS-B
Multilateration

Airport Surface

30

Surveillance

Overview of Surveillance Systems

Problems in Current Surveillance

Current Radar Coverage

New Surveillance Systems to resolve the problems

Improved radar (SSR Mode S)

Blind area exists

because of mountains,
etc.
Constraints to route
configuration

Automatic Dependent Surveillance

-Contract (ADS-C)

Current Radar Performance

Small capacity
Low accuracy
Only processing ground
based data is insufficient to
realize future ATM.

Procedural ATC for nonradar airspace

Small capacity
High workload

High implementation/
maintenance cost

non-radar
separation

Automatic Dependent Surveillance

-Broadcast (ADS-B)

Multilateration
System

Expensive radar system

Implementation/maintena
nce cost (many ground
stations are needed)

31

Surveillance

SSR Mode S
Japans SSR Mode S Coverage in 2005

Overview
Secondary surveillance radar (SSR), an essential part of air
traffic control, provides aircraft identification and altitude
information. Recent years, however, have brought increased air
traffic congestion, which has magnified the limitations inherent in
the present SSR system. To resolve this problem, an improved
SSR, that is, SSR Mode S, is being standardized by ICAO
(International Civil Aviation Organization). The followings are the
benifits of SSR Mode-S.

Hachinohe
Johon-zan
Iwaki
MikuniYama

Single Coverage

To ensure the interoperability between the current surveillance

system (i.e. SSR) and the next generation surveillance system
(i.e. SSR mode S) during the transition period
To improve the overall ATM System performance using SSR
mode S data link

Yamada
Double Coverage

Kaseda

Triple Coverage

0km

200k
m

400k
m

International Activities

To reduce interference due to traffic growth (e.g. Garbling,

Ghost, Coast, and FLUIT)

Europe

To solve the problem

One country has already implemented SSR Mode S

of mode A code shortage

Euroconrol and several states in ECAC plans to implement SSR

mode S with data link capability (DAPs) in high density traffic area.
Elementary Surveillance (From 2003-2005)
Enhanced Surveillance (From 2005-2007)

To avoid saturating of

Question

Question
Answer

transponder reply

Answer

Question
Answer

To improve accuracy
of surveillance

United States
Question
Answer

SSR mode S have already deployed in the United States.

Some data link capabilities are implemented and planned.
Traffic Information Service for GA (Uplink Service)
Aircraft Derived Data Extraction (ADDE) (similar to DAPs in
Europe) is planned.

32

Surveillance
Overview of European DAPs

EUROCONTROL and several states in ECAC plans to

implement SSR mode S with data link capability in high density
traffic area. They are evaluating mode S test bed sensors, which
are installed in UK, France, and Germany, respectively. After
that, France is going to introduce 10 SSR mode S stations, and
Germany is going to introduce 12 stations.
To increase accuracy and integrity of surveillance data in high
density traffic area, they plan to downlink aircraft parameters
using GICB. This is what they call DAPs.
A mode S transponder has 255 registers in it. Airborne FMS
writes specified data into these registers.
Ground mode S sensor reads the data stored in specified
register to derive aircraft parameters, such as aircraft ID, speed,
etc.

SSR Mode S (DAPs)

1st Step:
Mode S Elementary Surveillance
2nd Step:
Mode S Enhanced Surveillance
- Aircraft State & Selected Altitude
Future Step
Other intent information
- Weather data, etc.

DAPs (Downlink Aircraft Parameters)

SSR Mode S

Ground information based on

FPL
+ Aircraft
Radar
Parameters
MET

Network
Elementary Surveillance
Downlink Parameters
24 bits aircraft address
SSR mode 3/A
Aircraft ID (Callsign used in flight)
Transponder capability report
Altitude reporting in 25-foot increments
Flight Status (airborne/ground)
Main objective of the Elementary Surveillance is to solve the
problem of mode A code shortage

ATM
System

Enhanced Surveillance
Downlink Parameters
Aircraft state
Magnetic heading
Speed (IAS/Mach/TAS)
Roll angle
Rate of turn (track angle rate)

Vertical rate
True track angle
Ground Speed

Short term intent

Selected altitude

Benefit of Enhanced Surveillance

Improve tracking performance in ATM ground systems
Implement controller monitoring tools (e.g. Conformance Monitoring)
Enhance Safety Net Systems (e.g. STCA, MTCD, MSAW)
Pave the way for future applications (e.g. position, next waypoints)

33

Surveillance
Overview of TIS
The Traffic Information Service (TIS) is a Mode S Data Link
service that delivers automatic traffic advisories to pilots.
The goal of TIS is to provide an affordable means to assist
the general aviation (GA) pilot in visual acquisition of
surrounding air traffic. The service is automated and
functions without increasing the workload of air traffic
controllers. The system does not require any changes in the
equipage of intruder aircraft.

SSR Mode S (TIS)

An Example of TIS Display
Target
Relative Altitude
Altitude Rate
(Climbing or Descending)
Traffic Alert
Architecture

TIS in the United States

139 SSR mode S stations have already deployed all over
the United States (En Route: 15 sites, Airport: 124 sites)
TIS Applications are installed into 92 airport SSR mode S
sites. TIS operational evaluations are now being carried out
at these airports.
Airborne surveillance range
Horizontal: 7NM radius
Vertical: +3,500ft, -3,000ft

Data Link Control

and Display Unit

Mode S Transponder

3500ft

Service Volume

Radius 7NM
3000ft

SSR
Mode S
TIS
Processor

Uplinked Traffic
Traffic which is not uplinked

34

Surveillance
Overview of ADS
ADS is an ATS application that provides surveillance information
automatically via data link from aircraft to ground based ATS systems
or other aircraft.
ADS provides the following three major benefits
Increasing Safety
Increasing Capacity
Increasing Efficiency
ADS-C
ADS-C equipped aircraft automatically provide, via a point to point
data link, data derived from on-board navigation and position-fixing
systems, including identification, four-dimensional position, and
additional data as appropriate. The data are transmitted to one or
more ground systems with which the aircraft has previously
established a contract.
ADS-B
ADS-B equipped aircraft periodically broadcast their position,
track, speed, etc. via a broadcast mode data link for use by any air
and/or ground users requiring it. The data are provided by the
onboard navigation system. Any user, either airborne or groundbased, within range of this broadcast may choose to receive and
process this information. The station originating the broadcast needs
to have no knowledge of what system is receiving its broadcast. As
the result, ADS-B equipped stations can transmit their position more
frequently than ADS-C equipped aircraft. ADS-B is expected to be an
enabler of the next generation ATM.

ADS System
Difference between ADS-C and ADS-B
ADS-C
Point to point
Air-to-Ground only
Contracts are required from
ground
Acknowledgements are required

Compatible with ATN, existing

communication infrastructures
(INMARSAT, MTSAT, SITA,
ARINC, ...)

ADS-B

GPS

Communication
Satellite (e.g. MTSAT)

ATS
Provider

GPS

Broadcast
Air-to-air & Air-to-ground
Acknowledgements are not
required
Frequent position report
Incompatible with ATN and
ACARS systems
ATS
Provider
Note: There are three candidate ADS-B link technologies, which are Mode S
extended squitter (also called 1090MHz extended squitter), VDL Mode 4 and
UAT (Universal Access Transceiver)

35

Surveillance
Available Information Using ADS-C

ADS System
International Activities
Japan

ADS-C message includes Basic ADS information data and

Optional ADS information data. (shown below)
Basic ADS Information
3-D Aircraft Position
Time
Figure of Merit (FOM)

Optional ADS Information

Aircraft ID
Ground Vector
Air Vector
Projected Profile
Meteorological Information

ADS-C data processing capability is implemented into ODP located in

Tokyo ACC.
The symbol in green is the ADS-capable
Datalink
aircraft. The symbol in yellow is nonAircraft
ADS aircraft, which means HF voice
aircraft.
Based on the ADS report, ODP-3
extrapolates the aircraft position at 1
minute interval and shows it to the
controller continuously.

Australia
ADS-C has already implemented for oceanic airspace and continental nonradar airspace in Australia. ADS-C data is processed by ATC automation
system, and the processed data, air traffic picture, is provided to controller
working positions. ADS-C targets are superimposed with other targets such
as radar targets, flight plan based targets on ATC displays.

Short Term Intent

Intermediate intent
Extended Projected Profile

Note: Figure of Merit (FOM) indicates the figure of merit of the

current ADS-C data. The information consists of the Position
accuracy and indications
1) whether or not multiple navigational units are operating, and
2) whether or not ACAS is available.

RADAR Target

ADS-C Target

North Atlantic
FANS 1/A Automatic Dependent Surveillance WayPoint Report (ADS WPR)
trials are underway in the following NAT oceanic Control Areas (CTAs):.

Gander Oceanic CTA

Shanwick Oceanic CTA

Reykjavik Oceanic CTA

Santa Maria Oceanic CTA

36

Surveillance

ADS System

Solution for ADS-B

Three link solutions are being proposed as the physical layer for relaying the ADS-B position reports: 1090 MHz Mode S Extended
Squitter (ES), Universal Access Transceiver (UAT) and VHF Data Link (VDL) Mode 4. The FAA has announced its selection of the 1090
MHz ES and UAT as the mediums for the ADS-B system in the United States. 1090 MHz ES will be the primary medium for air carrier
and high-performance commercial aircraft while UAT will be the primary medium for general aviation aircraft. Europe has also chosen
1090 MHz as the primary physical layer for ADS-B. However, the second medium has not yet been selected between UAT and VDL
Mode 4.

MODE-S ES
The existing Mode S transponder (or a stand alone 1090 MHz transmitter) supports a message type known as the ES message. It is a
periodic message that provides position, velocity, heading, time, and, in the future, intent. The basic ES does not offer intent since
current flight management systems do not provide such data called trajectory change points. To enable an aircraft to send an extended
squitter message, the transponder is modified and aircraft position and other status information is routed to the transponder. ATC ground
stations and TCAS-equipped aircraft already have the necessary 1090 MHz receivers to receive these signals, and would only require
enhancements to accept and process the additional information. 1090 ES will not support FIS-B, due to regulatory requirements.
UAT
The UAT system is specifically designed for ADS-B operation. A 1 MHz channel in the 900 MHz frequency range is dedicated for
transmission of airborne ADS-B reports and for broadcast of ground-based aeronautical information. UAT users would have access to
the additional ground-based aeronautical data and would receive reports from proximate traffic (FIS-B and TIS-B).
VDL-MODE 4
The VDL Mode 4 system could utilize one or more the existing aeronautical VHF frequencies as the frequency physical layer for ADS-B
transmissions. Mode 4 uses a protocol (STDMA) that allows it to self-organizing, meaning no master ground station required. This
medium is best used for short message transmissions from a large number of users. VDL systems are capable of increased range in
comparison to L Band Mode S (1090 MHz) or UAT systems.

37

Surveillance

ADS System
ACAS

Available Information Using ADS-B

ADS-B message includes the minimum set of information and the additional
message elements. (shown below)
Additional message elements
Minimum set of information
Ground vector
Emitter category
Air
vector
Emitter identifier
Short term intent
3-D Aircraft Position
Rate of turn
Aircraft ID
Aircraft Type
FOM
ADS-B Applications

ASAS

enhanced
surveillance
enhanced
surveillance

ATS
Provider

Air-to-Ground Enhanced Surveillance

ADS-B improves air-to-ground surveillance in both radar areas and nonradar areas, where many kind of parameters are used.
ACAS(Airborne Collision Avoidance System)
ACAS will be enhanced using ADS-B because of its high azimuth accuracy.
ASAS(Airborne Separation Assistance System)
A-SMGCS
ASAS is one of the ADS-B applications and it will be realized using ADS-B.
A-SMGCS (Advanced Surface Movement Ground Control Systems)
Aircraft broadcast their own position using ADS-B, and this data acquisition
system receive it. Then those position data are transferred to the A-SMGCS,
and A-SMGCS calculate most appropriate guidance course for aircraft.

Runway

ASAS

ASAS

Example of using ASAS

in final approach

ASAS

TIS-B / FIS-B

Traffic Information Services-Broadcast (TIS-B)

A ground-based uplink report of proximate traffic that is under surveillance by ATC but is not
ADS-B-equipped. This service would be available even with limited ADS-B implementation.
Flight Information Services-Broadcast (FIS-B)
A ground-based uplink of flight information services and weather data.

38

Surveillance

ADS System

International Activities toward Implementing ADS-B

Australia

United States

Australia has just started the operational

trial in 2003 (Burnett Basin Trial). They
plan to implement ADS-B out to
enhance ATC Surveillance for nonradar area. they plan to apply 5NM
radar like separation standards.

Link Decision in July, 2002

Mode S extended squitter for aircraft that fly in high altitude
airspace
UAT (Universal Access Transceiver) for GA
Interoperability between 2 links will be provided by multi-link
gateway service via TIS-B
Safe Flight 21 Project: Feasibility assessment of technologies for Free Flight
Evaluations in Ohio River Valley
Evaluated 3 links (VDL-4, 1090MHz ES, UAT)
Evaluate effectiveness of ADS-B Application
Evaluations in Capstone Program (Alaska)
Evaluated 3 links (VDL-4, 1090MHz ES, UAT)
Started to operate Radar-like services using ADS-B
target in a part of non-radar airspace of Alaska region
from January 1, 2001.

Red: radar coverage

Blue: ADS-B coverage (Plan)

Russia
Using VDL mode 4 equipment, demonstration and experimental flights
were executed in Russia. They plans to implement VDL mode 4 ground
infrastructures in 2002 - 2004

Mongolia
Mongolia plans to implement ADS-B for both domestic and international
airspace, using VDL mode 4 for domestic flights, and mode S extended
squitter for international flights.

Europe

Japan

ADS-B Projects in Europe

ADS-B implementation Plannning WG

has been organized in 2000, in which
operational case studies (OCSs) and etc.
are executed.

NUP II (NEAN Update Programme II )

MEDUP (ADS Mediterranean Update Programme )
MFF (Mediterranean Free Flight Programme )
MA-AFAS (More Autonomous - Aircraft in the Future ATM System)
SEAP (South European ADS pre-implementation Programme )

First Step: Package 1 (Developed by CARE/ASAS)

Ground Surveillance Applications
ATC surveillance for en-route airspace, TMA, non-radar
area, airport surface surveillance
Aircraft derived data for ATC tools.
Airborne Surveillance Applications
Enhanced traffic situational awareness
Enhanced visual acquisition for see & avoid, etc.....

APANPIRG/14

C-Runway

Runway
crossing
Dep
A-Runway

OCS for HND

Conclusions 14/20 - Near term ADS-B Data link selection

Mode S Extended Squitter (1090 ES) be used as the data link for ADS-B
radar like services in the ASIA/PAC Region in the near term.
Conclusions 14/21 - Target date of ADS-B Implementation
States, where necessary to do so, be encouraged to implement
ADS-B out for ground-based surveillance services in ASIA/PAC Region
on a sub-region by sub-region basis with a target date of January 2006.

39

Surveillance
Overview
Multilateration relies on signals from an aircrafts
transponder being detected at a number of receiving stations
to locate the aircraft. It uses a technique known as Time
Difference of Arrival (TDOA) to establish surfaces which
represent constant differences in distance between the target
and pairs of receiving stations, and determines the position of
the aircraft by the intersection of these surfaces.
The accuracy of a multilateration system is dependent on
the geometry of the target in relation to the receiving stations,
and the accuracy to which the relative time of receipt of the
signal at each station can be determined.
Multilateration is mainly used for airport surface and
terminal area surveillance, although with careful design and
deployment it may be used in enroute surveillance
applications.

Multilateration System
International Activities
Europe
Multilateration units have already implemented to London-Heathrow,
Frankfurt, and other large airports in Europe.
United States
The United States are .evaluating the multilateration system as a
sensor for the airport surface and terminal surveillance within OpEval
3 of Safe Flight 21 program. It has already become operational in
several airports.
Japan
ENRI (Electronic Navigation Research Institute) is executing
technical evaluations of multilateration system at Sendai Airport.
Principle of Multilateration System
Calculated surfaces of
constant time difference

The advantages of multilateration

Transponder R eply or Mode S squitter

Transponder Reply may be
reply to interrogation from
multil ateration system, or
reply to SSR i nterrogation
(Mode A, C , or S)

It uses established SSR transponder technology.

It is suitable for surface surveillance. This however relies on
aircraft being equipped with Mode S transponders since Mode
A/C transponders are normally prevented from replying to
interrogations while the aircraft is on the ground.

ATC D isplay System

The disadvantages of multilateration

It relies on a transponder signal being correctly detected at
four or more receiving stations. This poses problems finding
suitable sites for receivers, especially in enroute surveillance
applications.

Multilateration
Station

Ground
communications
network

Multilateration
Processing
Station

Aircraft
Surveillance Reports
D ata
P rocessor

AB 123
Alt 010

40