17.01.

2014

Sisteme automate pentru

transporturi
Curs 008b / JE005 / 18 decembrie 2013

Air-traffic control tower (TWR)

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Radars and Terminal Area

RAdio Detection And Ranging (RADAR) is a method of
detection used by Air Traffic Control (ATC) to detect and
identify aircraft.
Terminal area radar sensor systems are utilized in the
terminal area (terminal manoeuvring area), which is
typically within 50 nautical miles of the airport.

Terminal Control Area (exemplu .ca)

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Surveillance Radars
These systems are comprised of two major components;
Secondary Surveillance Radar (SSR) and
Primary Surveillance Radar (PSR)

These two methods of detecting aircraft are utilized with

one rotating radar antenna which are installed at airports.
Both of these forms of radar are used for en-route and
approach/departure control.

Surveillance Radars (SR)

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Dou tipuri de detecie a intelor

Pentru controlul traficului aerian (ATC) sunt utilizate
dou tipuri de radare :

Primary Surveillance Radar (PSR)

Secondary Surveillance Radar (SSR)

Plan Position Indicator (PPI)

The PSR and SSR antennas
are usually co-located and
scan synchronized, and
Both radars are used in
conjunction to develop the
total air traffic situation
display on a single CRT radar
scope, called the Plan
Position Indicator (PPI).

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Primary Surveillance Radar (PSR)

The primary radar unit has a major quality :
It works with passive echoes.

The first, called the Primary Surveillance Radar, operates on

the principle of sending a narrow beam of energy, which
is reflected from the aircraft under surveillance, and
measuring its distance by noting the time lapse between the
radar pulse transmission and its received echo.
The transmitted high-frequency impulses are reflected by
the target and then received by the same radar unit.
Well, direct cause of the reflected echo is the transmitting
impulse sent out by the radar unit.

Primary Surveillance Radar (PSR)

Use of PSR means that target
labelling may not be possible,
and hence controllers use visual
identification of aircraft (by
looking out of the tower window).
This is one of the contribution
factors to the reduced capacity of
airports in low visibility.
The Primary Surveillance Radar
(PSR) portion of the antenna is
known as non-cooperative
radar because it doesn't collect
any unique data about its targets.

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PSR vs. SSR

Secondary Surveillance Radar (SSR)

Secondary radar units work according to another
principle :
These work with active answer signals.

The secondary radar unit transmits and also receives

high-frequency impulses, the so called interrogation.
This isn't simply reflected, but received by the target by
means of a transponder which receives and processes.
After this, the target answers with another frequency, the
response telegram which is produced and transmitted.

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Secondary Surveillance Radar (SSR)

On the other hand, Secondary Surveillance Radar (SSR),
utilizes cooperative equipment (a radio
receiver/transmitter or transponder) located onboard aircraft
to replace the conventional radar's passive reflected return
signal with an active reply signal from the aircraft.
This allows ATC to collect unique data about the target
being tracked.
In fact, the transponder that is located inside the aircraft
listens for the Secondary Surveillance Radar (SSR) signal and
sends out a transponder code which is assigned by ATC.
This allows the SSR antenna to receive information such as
aircraft type, and changes in altitude.

SSR Mode S
SSR Mode S relies on a unique ICAO
24-bit aircraft address for selective
interrogation of an individual aircraft.
16,777,214 aircraft addresses are
allocated in blocks by ICAO to the
state of registry, or common mark
registering authority, for assignment to
aircraft according to their country of
registration.
Mode S transponder equipped aircraft
must also incorporate an Aircraft
Identification feature to permit flight
crew to set the Aircraft Identification,
commonly referred to as Flight ID, for
transmission by the transponder. The
Aircraft Identification transmission
must correspond with the aircraft
identification specified in item 7 of the
ICAO flight plan, or, when no flight
plan has been filed, the aircraft
registration.
In addition to the downlinking of
Aircraft Identification, which is a
prerequisite for Mode S Elementary
Surveillance (ELS), other specified
downlink parameters (DAPs) may be
acquired by the ground system to
meet the requirements of Mode S
Enhanced Surveillance (EHS).
The Mode S system requires each
interrogator to have an Identifier
Code (IC), which can be carried
within the uplink and downlink
transmissions (1030/1090 MHz).
Responding aircraft transponder
identification is achieved by acquiring
the unique ICAO 24-bit aircraft
address.

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Mode S interrogation / reply

The Mode S selective interrogation The Mode S reply transmitted on a
transmitted on a 1030 MHz carrier 1090 MHz carrier consists of a four
comprises a two pulse preamble, pulse preamble, followed by a 56 bit
followed by a data lead in period. (short) or 112 bit (long) PPM
A sync phase reversal in the 1030 (Pulse Position Modulation) reply.
MHz carrier references the start of
a 56-bit or 112-bit DPSK
(Differential Phase Shift Keying)
data block.

The second preamble, pulse P2, will

suppress Mode A/C transponders
from replying.

Cooperative radar systems

The cooperation of the target (transponder) is necessary
to reach a drastic reduction of the transmit power in case
of the same maximum range.
Because the transmit power influences the radar equation
at the primary radar with the two way travel, at the
secondary surveillance radar only one way.

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Dou tipuri de detecie a intelor

Both systems have advantages and disadvantages due to
the different principles :
Primary Surveillance Radar (PSR)
- non-cooperative
Secondary Surveillance Radar (SSR)
- cooperative

If one wins safe information about direction, height and

distance of the targets with the primary radar,
then the secondary surveillance radar still provides
additional information, like signal identification and
also the altitude of the targets.

Surface Movement Radar (SMR)

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Moduri de afiaj (A-scan i radial-scan / PPI)

Surface Movement Radar (SMR)

Surface Movement Radar este un termen acceptat de ICAO, dar
exist i alte denumiri ale aceluiai sistem, care au caracter istoric
ground movement radar GMR ;
airport surface detection equipment (ASDE) ;
airfield surface movement indicator ASMI.

A specialized agency of the United Nations, the International

Civil Aviation Organization (ICAO) was created in 1944 to
promote the safe and orderly development of international civil
aviation throughout the world.
It sets standards and regulations necessary for aviation safety, security,
efficiency and regularity, as well as for aviation environmental protection.
The Organization serves as the forum for cooperation in all fields of civil
aviation among its 191 Member States.

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Surface Movement Radar (SMR)

Surface Movement Radar (SMR) este un
sistem utilizat pentru detecia aeronavelor i
vehiculelor pe suprafaa aeroportului ;
Este utilizat de controlorii de trafic aerian
pentru a suplimenta observaiile vizuale
realizate din turnul de control al
aeroportului ;
Poate fi utilizat i n timpul nopii sau n
timpul perioadelor de vizibilitate redus
pentru monitorizarea micrilor
aeronavelor i vehiculelor pe suprafaa
aeroportului.

SMR Features
SMR use a rotating antenna and the scan rate is usually
once per second.
They usually operate in the I-, J- and K- Band. Higher
resolution SMR operate between 92 and 96 GHz.

Most newer SMR products also interface with other local

radar; e.g. to precision approach radar and terminal area SSRs.
Data processing capabilities that are offered in conjunction
with these radars may include runway incursion and conflict alert,
and target identification and labelling.

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SMR Display

SMR/ASDE radar system

The Airfield Surface Detection Equipment (ASDE)
provides radar surveillance of aircraft and airport surface
vehicles at high activity airports.
The ASDE radar system provides for the detection of
ground targets during low visibility conditions on all
airport movement areas.
Radar monitoring of airport surface operations is
required to aid in the orderly movement of aircraft
and ground vehicles on the airport surface,
especially during periods of low visibility such as rain, fog,
and night operations.

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SMR Display

Radar components
The radar consists of four
major components :
transceiver,
antenna / pedestal,
Display/data processor
(DP), and
user display with control
suite.
Other items include a
slow start unit, dehydrator,
waveguide, and wiring.

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ASDE Signal and Data Flow Diagram

System Block Diagram (solid state)

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SMRi Specifications

SMRi Antenna assembly

Using a circularly polarized, slotted waveguide antenna or a
corporate feed antenna, cast aluminum turntable housing, and
an associated control unit, the SMRi Antenna assembly
provides a stable and reliable RF emitter and detector.
Nominal antenna gain is 37 dB characterized by an inverse
cosec2 elevation beam width of 10 and azimuth beam width
of 0.35.
The pedestal assembly includes optical encoders and a 4
kilowatt 3 phase motor.
The antenna control unit includes motor protection, user
safety circuitry, pedestal monitors and optional
anticondensation heaters.

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SMRi Transceiver
Featuring a common transmitter and two receivers for
redundancy, the SMRi Transceiver handles all RF
conversions, fully digital waveform generation and signal
processing.
The transmitter is comprised of hot-swappable modules
and meets all performance requirements when any one of
the modules fails.
The transceiver uses a combination of 16 frequencies
which improves performance in severe weather
conditions and ensures full frequency diversity when one
channel fails.

SMRi Radar Data Processor (RDP)

The SMRi Radar Data Processor (RDP) accepts digital
target data over fiber optic cable from the transceiver,
performs signal and data processing, and relays the data
via Ethernet interfaces for display.
RDP algorithms include clutter and multipath rejection,
and an adaptive threshold computation mitigating the
effects of rain.
Additionally, the RDP is fully adaptable with user
configurable processing parameters, map generation, and
recording and playback functions.

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SMRi Display

SMR and ASDE

Existing SMR systems are sometimes known by the
acronym ASDE - Airport Surface Detection Equipment.
Most airports use the Automatic Dependent Surveillance
- Broadcast (ADS-B) today.
The system also decodes the SSR information, thus
providing the capability to tag the target with the
aircraft call sign.
The controller display shows the aircraft tagged with
their Mode S addresses. These can subsequently be
converted to aircraft call sign and flight number.

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ASDE-X benefits
Due to the inherent problems associated with radio
frequency and radar transmissions, a single sensor
surveillance system may not provide a complete and
accurate depiction of a target to the controller.
The ASDE-X system mitigates this problem by fusing the
data from several different sources, primary and
secondary radar including MLAT and ADS-B, to provide
the most accurate target information as compared to
single sensor systems.The ASDE-X system receives the
ADS-B position report, the radar return, and MLAT
position report and fuses them into a single accurate
target report.

ASDE-X radar system

Airport Surface Detection Equipment, Model X, or ASDE-
X, is a runway-safety tool that enables air traffic
controllers to detect potential runway conflicts by
providing detailed coverage of movement on runways and
taxiways.
By collecting data from a variety of sources, ASDE-X is
able to track vehicles and aircraft on airport surfaces and
obtain identification information from aircraft
transponders.

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ASDE-X radar system

ASDE-X is a traffic management system for the airport
surface that provides seamless coverage and aircraft
identification to air traffic controllers.
The system uses a combination of surface movement radar
and transponder multilateration sensors to display aircraft
position labeled with flight call-signs on an ATC tower display.
The integration of these sensors provides data with an
accuracy, update rate and reliability suitable for improving
airport safety in all weather conditions.
This system also features advanced conflict detection and
alerting technology, Safety Logic, which uses complex
algorithms to alert controllers of potential aircraft and/or
vehicle incursions.

Aircraft/vehicle data fusion

Fused data, combining data from the SMR, MLAT, and ADS-B,
provide controllers with the aircrafts size, identification, and
position whereas each data source alone could only provide a
piece of this information ;
The data that ASDE-X uses come from :
surface surveillance radar located on the air traffic control tower or
remote tower,
multilateration sensors,
ADS-B (Automatic Dependent Surveillance-Broadcast) sensors,
the terminal automation system,
and from aircraft transponders.
By fusing the data from these sources, ASDE-X is able to
determine the position and identification of aircraft and
transponder-equipped vehicles on the airport movement area, as
well as of aircraft flying within five miles of the airport.

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ADS-B data in ASDE-X

The radar component of the ASDE-X systems can detect
aircraft and vehicles in and around the airport operational
area without the use of airport ground vehicle ADS-B
squitter units.
However, during periods of heavy and sustained
precipitation, the precipitation may attenuate the radar,
thus reducing the probability of vehicle detection. In these
cases, vehicles and aircraft equipped with airport
ground vehicle ADS-B squitter units can be tracked by
two additional sources of position data, ADS-B and MLAT,
thus increasing the accuracy and probability of detection.
Additionally, the ADS-B message set provides
identification data that is not available from the ASDE-X.

MLAT Multilateration
Multilateration (MLAT), known as
Hyperbolic Positioning, is when an
object (aircraft) is located by calculating
the Time Difference of Arrival (TDOA) of a
signal transmitted from that object to at
least 3 receivers distributed over a certain
geographic area.
Having an airport under MLAT coverage
requires the installation of strategically
located ground stations (called remote
units) around that airport.These units
listen for aircraft replies to interrogations
initiated by a near-by Secondary
Surveillance Radar (SSR) or by another
MLAT unit. Replies could be generated by a
Mode A, Mode C, Mode S, or even an ADS-
B transponder, therefore no additional
avionics must be installed in aircrafts to
communicate with MLAT ground stations
(units), and this is a major advantage.
Once MLAT units receive replies from the
same aircraft, a central processing unit
computes the TDOA of the same aircraft
signal to the different remote units and
triangulates its position in 3D with high
precision.The calculated 3D coordinates of
the aircraft are then displayed on the ATC
radar screen.
A simple, yet ingenious technology, at a
fractional cost of what a typical SSR would
cost, while getting rid of all the radar
disadvantages like reflected and deflected
signals, obstructed signals, blind areas,
weather interference, installation and
maintenance costs, and others like Label
Drops and Label Swaps on airport surface.
A MLAT unit could weight around 25 kg; it can
be installed on any high structure like GSM
antennas, around the airport, at a mountain
top, in the middle of a desert, or on a remote
island. A MLAT unit has proved to endure
sever weather conditions, and it requires
minimal maintenance.

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Multilateration
Multilateration employs a number of MLAT in Action :
ground stations, which are placed in
strategic locations around an airport, its
local terminal area or a wider area that 1. Mode A/C/S Interrogation
covers the larger surrounding airspace. 2. Mode A/C/S Reply, ADS-B, IFF
These units listen for replies, typically 3. Time Difference of Arrival (TDOA)
to interrogation signals transmitted Processing
from a local SSR or a multilateration 4. Hyperbolic Positioning
station.
5. Aircraft Position Display
Since individual aircraft will be at
different distances from each of the
ground stations, their replies will be
received by each station at fractionally
different times.

Using advanced computer processing

techniques, these individual time
differences allow an aircrafts position to
be precisely calculated.

ADS-B data vs. MLAT data

ADS-B differs from MLAT in the method in which position data is
computed.
An MLAT system depends on a series of receivers on the surface
calculating the difference in the time of arrival of a signal from
targets to determine position. At least four sensors are necessary
to provide position information that is both accurate and has a
high level of integrity.
ADS-B transmits a signal, much like a transponder, but the position
information is satellite based, such as those in the Global Positioning
System (GPS) constellation.
The position and identification information derived from the ADS-B is
transmitted to air traffic control and fused with ASDE-X surveillance
sources.
ADS-B can serve to supplement existing MLAT surveillance for air traffic
control, and MLAT can be used as to provide a more complete traffic
picture to operators who have equipped with the ability to display ADS-B.

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Operational Image
Controllers in the tower see this information presented as a
color display of aircraft and vehicle positions overlaid on
a map of the airports runways/taxiways and approach
corridors.
The system essentially creates a continuously updated map of
the airport movement area that controllers can use to spot
potential collisions.

Data fusion provides the most complete and accurate picture

of the intended targets position and motion.This system also
can alert controllers to potential conflicts so they can take
appropriate action to prevent surface incidents.

It is especially helpful to controllers at night or in bad

weather when visibility is poor.

Safety Logic System

ASDE-X is enhanced with visual and audio alarms that will
alert controllers to possible collisions.

The system feature advanced conflict detection and alerting

technology, Safety Logic, which uses complex algorithms to
alert controllers of potential aircraft and/or vehicle incursions.
Visual and aural alarms are activated when logic projects a
potential collision.
Safety Logic System A software enhancement to ASDE-X,
that predicts the path of aircraft landing and/or departing,
and/or vehicular movements on runways. The Safety Logic
System for ASDE-X is an integral part of the software
program.

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Alert
Alert - An actual situation involving two real safety
logic tracks (aircraft/aircraft, aircraft/vehicle, or
aircraft/other tangible object) that safety logic has
predicted will result in an imminent collision, based
upon the current set of Safety Logic parameters.

ASDE-X display

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