Air traffic management
a guide to global surveillance Air traffic management
a guide to global surveillance
1 INTRODUCTION
Every day millions of planes take to the skies. Air traffic controllers on the ground make sure these millions of planes fly safely and efficiently together. Surveillance solutions are the “eyes” of air That means millions of passengers on-board traffic controllers, illuminating the skies to show what and who is there. expecting to arrive at their destination safely, Surveillance is not what it used to be a few years ago. Solutions exist today that make surveillance possible in the most difficult of environments, solutions quickly and without delays. that are making air traffic control more accurate, safer and efficient. Today you can choose from traditional radar solutions as well as new surveillance technologies such as multilateration and automatic dependent surveillance. Although you may hear that some solutions outweigh others, the truth is that no one solution fits all. A solution that delivers exceptional results in a complex approach area may prove to be less effective for mountainous areas. You may even find that it is in combining surveillance technologies that you will achieve optimal results.
You need a surveillance solution adapted to your environment, your traffic (current and forecast) and your budget. A solution ready to meet tomorrow’s traffic flows whilst meeting your quests for higher safety, enhanced efficiency and lower costs. This booklet will introduce you to global surveillance. Discover the different technologies that are out there; what they do well and what they are less good at. Take a look at how some countries are already getting the best from their surveillance solution. And rest assured, you don’t have to be an expert to understand. This booklet is plain and simple; no fancy technical words, no complicated diagrams, just plain English and pictures. Get the global picture on surveillance and make sure your choice is a wise one.
2 3 Contents
1 SURVEILLANCE NEEDS & REGULATIONS 6 1.1 Why do we need surveillance? 8 1.2 Regulation: who says what? 9
2 SURVEILLANCE TECHNOLOGIES 12 2.1 Primary Surveillance Radar (PSR) 14 2.2 Secondary Surveillance Radar (SSR) 16 2.3 Multilateration 18 2.4 Automatic Dependent Surveillance – Broadcast (ADS-B) 20 2.5 Automatic Dependent Surveillance – Contract (ADS-C) 22 2.6 Summary of sensor surveillance technology 24 2.7 Applications of sensor surveillance technology 26 2.8 Data provided by each surveillance technology 27 2.9 Tracking system 28
3 GLOBAL SURVEILLANCE 30 3.1 Why Global Surveillance? 32 3.2 Global Surveillance Solutions 33 3.3 Rationalisation 36 3.4 Simulation and Validation tools 40
4 CASE STUDIES 42 4.1 Frankfurt, Wide Area Multilateration system 44 REFERENCES 4.2 USA, Nationwide ADS-B coverage 45 4.3 Australia 46 • Project ID 15.04.232: Assessment of Surveillance technologies • Towards Multistatic Primary Surveillance Radars, - P15.04.01-D04 Assessment of Surveillance technologies M. Moruzzis, ESAVS2010, Berlin 16-18 March 2010 4.4 Mexico 46 • EUROCONTROL Specification for ATM Surveillance System • EUROCONTROL Standard Document for Radar Surveillance 4.5 Namibia 47 Performance in En-Route Airspace and Major Terminal Areas. SUR.ET1. • ICAO - ADS-B Study and Implementation Task Force - ST01.1000-STD-01-01 (Version 1.0, March 1997). Comparison of Surveillance Technologies, Greg Dunstone & • European Mode S Station Functional Specification, 5 SUPPORT SERVICES 48 Kojo Owusu, Airservices Australia, 2007 EUROCONTROL, Edition 3.11, Ref: SUR/MODES/EMS/SPE-01 • Baud, O.; Honoré, N. & Taupin, O. (2006). Radar / ADS-B data • “TECHNICAL SPECIFICATION FOR A 1090 MHz EXTENDED 6 MAJOR R&D PROGRAMMES 50 fusion architecture for experimentation purpose, ISIF’06, SQUITTER ADS-B GROUND STATION”, Eurocae ED 129, Draft 9th International Conference on Information Fusion, pp. 1-6, May 2010 7 INNOVATION 52 July 2006. • TECHNICAL SPECIFICATION FOR WIDE AREA 7.1 Windfarm Compliant Radars 54 • Baud, O.; Honoré, N. ; Rozé, Y. & Taupin, O. (2007). Use MULTILATERATION (WAM) SYSTEM, Eurocae Document ED- of downlinked aircraft parameters inenhanced tracking 142, draft V1.0, June 2010. 7.2 Bird detection 56 architecture, IEEE Aerospace Conference 2007, pp. 1-9, • ATM MASTERPLAN: The ATM Deployment Sequence, D4, March 2007 SESAR Definition Phase, ref : DLM-0706-001-02-00-January 7.3 Foreign Object Debris Detection 58 • Generic Safety Assessment for ATC Surveillance using Wide 2008 Area Multilateration Volume 2, EUROCONTROL, Ed. 6.0., 22 • http://www.ofcm.gov/mpar-symposium/index.htm 7.4 Wake-Vortex detection 59 September 2009 • http://www.casa.umass.edu/ 7.5 Weather hazards detection 60 • Multi-Static Primary Surveillance Radar – An examination • Technical Provisions for Mode S Services and Extended of Alternative Frequency Bands, ROKE MANOR (for Squitter, ICAO, Ref. Doc 9871 7.6 MultiStatic Primary Surveillance Radar 61 EUROCONTROL), July 2008, Issue 1.2, Report n°72/07/R/376/U • http://www.eurocontrol.int/ Acronyms and Terminology 62
4 5 1 SURVEILLANCE NEEDS & REGULATIONS
1.1 Why do we need surveillance? ...... 8
1.2 Regulation: who says what? ...... 9
6 7 1 SURVEILLANCE NEEDS & REGULATIONS
1.1 Why do we need surveillance? The Fundamentals of Surveillance:
Air Traffic Control is a service that reg- Surveillance is a key function of air ulates air traffic, preventing collisions traffic control. Surveillance systems Ensure aircraft are safely seperated: between aircraft, collisions between are the “eyes” of air traffic controllers; Operational E.g. 5 NM Seperation for En-Route aircraft and obstructions on the they show who is in the sky, where Aim surveillance areas, 3NM Seperation ground, and expediting and maintain- they are and when they were there. for Approach, 50 NM in Oceanic En-routes ing the orderly flow of traffic. Air Traf- They are at the beginning of the air without surveillance means… fic Control is provided by Air Traffic traffic control process. Surveillance Controllers who rely on air traffic con- systems detect aircraft and send de- trol systems to safely and efficiently tailed information to the air traffic guide aircraft from gate to gate. control system allowing air traffic con- Detect, localise, identify all aircraft: With a given probability: e.g.>0.97% The airspace can be divided into the trollers to safely guide the aircraft. Air Technical With a given horizontal accuracy: e.g. <50m following different divisions of con- traffic control is not possible without Requirements With a specified update rate: e.g. <4 sec trol: surveillance systems mainly in highly dense air traffic areas. Ground/Aerodrome control: Control Tower Surveillance is most widely provided by primary and secondary radars. Terminal/Approach: aircrafts However new surveillance technolo- landing and taking-off. Controllers gies such as GPS-based ADS systems work in the Terminal/Approach 1.2 and multilateration are progressively Regulation: who says what? Control Centre. being deployed. En-route: aircrafts at a medium to The International Civil Aviation Or- Multilateration will be a superior high altitude. En-route controllers ganization (ICAO) defines an aero- replacement for Secondary work in an Area Control Centre nautical surveillance system as one Surveillance Radar (SSR)2 in (ACC). that “provides the aircraft position terminal airspace. and other related information to ATM Support SSR Mode S over SSR and/or airborne users” (ICAO Doc Mode A/C3 where radar must be TWR: APP ACC 9924 (Ref Doc. 25)). established or replaced. (Airport Surface Surveillance) (TMA surveillance) (en-route surveillance) The traditional ICAO approach is to Support implementation of “define the signal in space for various ADS-B OUT4 based on Mode S technical systems to ensure interop- Extended Squitter (1090ES) data erability and leave to States to decide link to supplement and eventually which system(s) should be imple- replace radar, and in non-radar mented in their airspace.” airspace if traffic could benefit IATA has outlined the following sur- from ATC surveillance. veillance requirements: No airline requirement for using Primary Surveillance Radar (PSR)1 ACC: Area Control Centre technology APP: Approach Control TMA: Terminal Manœuvring Area 1 Refer to Chapter 2.1 2 Refer to Chapter 2.2 3 Refer to Chapter 2.4 4 Refer to Chapter 2.4 TWR: Tower Control
8 9 IATA has also outlined regional requirements as follows:
NORTH AMERICA EUROPE • Existing surveillance infrastructure will remain in place until 2020 • Until 2020+, at least one layer of ATM ground surveillance should be • Migration to ADS-B as primary means of surveillance by 2020 an co-operative independent surveillance to meet safety requirements • Reduced secondary surveillance network (after 2020) • PSR is required in TMAs to cater for failed avionics in a critical phase of flight. • Retain all en route beacons • Retain limited set of terminal beacons at OEP/High Density Terminals • Terminal primary radars are retained as safety backup.
CARIBBEAN & SOUTH AMERICA Medium term (2010-2015) • SSR Mode S surveillance in high density ASIA PACIFIC • Increase of Ground implementation for ADS-B to fill en route and terminal areas not covered with radar • Maximise the use of ADS-B on major air routes and in terminal areas, and to strengthen surveillance in areas covered with use of ADS-B for ATC separation service; SSR Modes A/C and S. • Reduce the dependence on Primary Radar for area surveillance; • Wide area multilateration (WAM) implementation as a possible transition path • Air routes: using ADS-B and Mode S SSR based on operational requirements; to ADS-B environment in a shorter timeframe. • Make full use of SSR Mode S capabilities where radar surveillance is used • ADS-C surveillance in all oceanic and remote airspace. • Make use of ADS-C where technical constraint or cost benefit analysis does not Long term (until 2015-2025) support the use of ADS-B, SSR or Multilateration; • Old SSR Mode A/C radars won’t be replaced anymore. • Make use of Multilateration for surface, terminal and area surveillance where • ADS-B or multilateration systems will fully replace those decommissioned SSRs. appropriate as an alternative or supplement to other surveillance systems.
10 11 2 Surveillance Technologies
2.1 Primary Surveillance Radar (PSR) ...... 1 4
2.2 Secondary Surveillance Radar (SSR) ...... 1 6
2.3 Multilateration ...... 1 8
2.4 Automatic Dependent Surveillance – Broadcast (ADS-B) . 2 0
2.5 Automatic Dependent Surveillance – Contract (ADS-C) . . 2 2
2.6 Summary of sensor surveillance technology ...... 2 4
2.7 Applications of sensor surveillance technology ...... 2 6
2.8 Data provided by each surveillance technology ...... 2 7
2.9 Tracking system ...... 2 8
12 13 2.1 Primary Surveillance Radar (PSR)
The PSR is used mainly for Approach and sometimes for En-route surveillance. It detects and position aircraft.
The PSR is used mainly for Approach Only the position of the aircraft can be “We are investing in what we believe and sometimes for En-route surveil- determined. The aircraft is not identi- is the most advanced technology lance. It detects and position aircraft. fied. available on the market today. The new radar systems are fully Think of a PSR as working in the same Used mainly around airports, the ra- compliant with International Standards way as an echo. Equipped with a con- dar is also used in certain countries and will further strengthen the safety tinually rotating antenna, the PSR for en-route surveillance. of the Belarussian airspace. sends out a beam of energy. When The undisputable advantage of the that beam of energy hits an aircraft, PSR is that it detects all aircraft in Leonid Churo, DG Belaeronavigatsia,” it is reflected back to the radar, like an range regardless of aircraft on-board 09/02/2011 echo. By measuring the time it takes equipment. This is referred to as inde- for the beam to be reflected back and pendent surveillance. This means that the direction the reflection comes no aircraft can remain invisible to air from, the primary surveillance radar traffic controllers. This is the only type can determine the position of the air- of technology today to offer this level craft. The position is sent to the air of safety and security. traffic control system where it is dis- played to the air traffic controller as a radar blip.
PROS A glance at STAR2000 No additional onboard equipment and TRAC2000N
is required for detection
) ) Thales’s STAR2000, primary surveillance
) ) Can be used for ground radar and TRAC2000N, primary en-route
) ) surveillance
) ) radar, provide independent surveillance
) )
) ) High data integrity level for approach, extended approach
) ) ) and en-route areas.
) ) ) ) Reflection
) Low infrastructure costs = one site ) )
) installation
) ) Designed for the densest of air traffic Transmitted ) ) )
) ) Signal Weather information situations, Thales’s primary radars
) ) )
) ) ATC Display System guarantee an extremely high availability. ) ) )
) ) CONS Detection range capabilities reach up )
) ) ) ) to 100NM and 230NM for the STAR2000
) ) ) ) Aircrafts not identified
) ) ) and TRAC2000N respectively.
)
) ) ) ) TRK 002 Limited range )
) ) ) TRK 001 Proven technology operational ) ) ) ) ) Low update rate in over 100 countries worldwide,
) ) )
) the STAR2000 and TRAC2000N can be
) )
Mountainous areas to be avoided deployed stand-alone or co-mounted Equipment Cost with a secondary surveillance radar.
Primary Radar Aircraft Ground Station Surveillance Data Report Processor
14 2.2 Secondary Surveillance Radar (SSR)
The SSR is used for Approach and En-route surveillance. It detects and positions aircraft and receives additional information such as their identity and altitude. … Nigeria’s airspace is now totally Contrary to the PSR, the SSR requires rely on the transponder for the posi- “ covered by radar as a result of aircraft to be fitted with a transpon- tion of the aircraft. It determines this the Total Radar Coverage of the der onboard. With its continually ro- itself by measuring the time it takes Nigerian Airspace Project (TRACON). tating antenna, the SSR will send out for the beam to be reflected back to What this means is that we now an energy beam which will interrogate the radar and the direction the reflec- have the technology to reduce air aircraft. When the energy beam hits tion comes back from. The SSR then disasters to the barest minimum and an aircraft, a coded reply will be sent transmits all this information to the to police and protect Nigeria’s airspace A glance at RSM970S back to the radar. This reply contains air traffic control system where it is from unauthorized entry. With more than 250 operational the aircraft’s identification, its alti- displayed as an aircraft label. Second- references in over 50 countries, the RSM tude and, depending on the type of ary radars transmit pulses on 1030 Goodluck Jonathon, President” 970 S secondary surveillance radar transponder on board, additional in- Mhz to trigger transponders installed of the Federal Republic of Nigeria, is the cutting-edge of radar technology, formation. However, the SSR does not in aircraft to respond on 1090 Mhz. 22/10/2010 giving controllers total support in dense air traffic situations. Thirty years of experience in the field of MSSR/Mode S give Thales the unique capability to propose the RSM 970 S, the higher performance sensor that gives controller total support in severe air traffic situations. The PROS
Mode S functions cover the selective
interrogation, the elementary/enhanced ) ) Identity and altitude of targets
) ) are detected as well as the range surveillance and full data link.
) ) and azimuth
) ) The RSM970S has full Mode S ) )
Less sensitive to interferences ) ) functionalities, validated by ICAO and
) ) ) than primary radar Eurocontrol, making Thales ‘radar
) ) ) ) Transponder Reply
) solution a secure investment for ANSPs. ) ) (1090 MHz) Covers a larger range )
) ) Interrogation than the primary radar
) (1030 MHz) ) ) ) )
) ) ) Mode S introduces the air-to-ground Mode A/C/S
) )
) ) ) data link
) The information sent by an aircraft depends
) )
) ) on the transponder onboard. If an aircraft ) ) Medium data integrity level
) ) has a Mode A/C transponder, the coded ) ) ) ) ATC Display System reply will contain the aircraft’s identification
) ) ) CONS and its altitude. This was all good and well ) )
)
) ) ) until air traffic increased and radars were
getting mixed up due to overlapping signals.
) ) Does not work for ground ) ) ) ) With Mode A/C, when a radar sends out
) surveillance ) )
) an interrogation, all aircraft in range reply.
) ) YZ 456 Therefore, Mode S was introduced which AB 123 FL 300 Confusion issues related to FL 280 the use of Mode A/C gives each aircraft its own unique worldwide address (24-bit aircraft address) for selective interrogation and to acquire downlinked High latency and low update rate Aircraft Identification (commonly referred to as Flight ID). This fundamental concept is called Mode S Elementary Surveillance (ELS). Mode S also allows aircraft to send more SSR Ground Surveillance information to the radar. Station Data Aircraft Processor Report A more recent concept for Mode S is the Mode S Enhanced Surveillance (EHS). It consists of Mode S ELS supplemented by the extraction of downlink aircraft parameters (DAPs) for use in the ground air traffic management (ATM) systems.
16 2.3 Multilateration
Multilateration can be used for ground, terminal approach and en-route “This new surveillance sensor technology surveillance. It detects positions and identifies aircraft and can receive supplies enhanced surveillance data additional information. to controllers to ease their daily operational work,” “It provides more A multilateration system is composed hyperbolic surfaces whose differ- flexibility to feed aircraft into of several beacons which receive the ence in distance to these beacons is the approach area around Frankfurt signals which are emitted by the air- constant are determined. The aircraft Airport, which helps to fulfil the craft transponder. position is at the intersection of these demand to reduce noise over densely populated areas. These signals are either unsolicited surfaces. (squitters) or answers (conventional Multilateration is used for ground DFS chairman and ”CEO Dieter Kaden, Mode A/C and Mode S) to the inter- movement’s surveillance, for the air- 17 September 2012 rogations of a multilateration station. port approaches (MLAT) and for en- Localization is performed thanks to route surveillance (Wide Area Multi- PROS the Time Difference Of Arrival (TDOA) lateration (WAM)). principle. For each beacons pair, No additional aircraft equipment is required
Transponder Reply System flexibility to easily expand or Mode S quitter coverage Transponder Reply may be reply Suitable for difficult environments to interrogation from multilateration as ground stations can be mounted A glance at MAGS system or reply to SSR interrogation in all locations (Mode A, C, or S) MAGS, the Wide Area Multilateration Installations go unnoticed thanks system designed and built by Thales to small system size Air Systems is a single versatile system Quick and easy installation to fulfil surface, precision approach monitoring to en-route cooperative Fit for complex airspace and con- surveillance needs. The system gested airports with high accuracy has a great flexibility and scalability and update rates to tailor performances according Built-in ADS-B capability providing a to any customer needs and can potential transition solution before operate in the most stringent Calculated surfaces of ADS-B implementation in aircraft environments. Highly efficient constant time difference Multilateration and safe, the main purpose of Station Covering different flight levels Multilateration the WAM system is to provide high Station including low flying aircraft precision, high update rate secondary Low ground equipment cost surveillance to Air Traffic Controllers Low lifecycle costs (high accuracy, refresh rate, degraded modes, dual synchronisation, SWAL3 Stable accuracy software qualification). It has been ATC Display Update rate per second tested & qualified by German DFS, System UK NATS and French DGAC. No rotating part After a rigorous testing program, High reliability: redundancy and N-1 DFS awards Site Acceptance for system design the Thales WAM system for Frankfurt Ground TMA, one of the most complex communications AB 123 CONS and busy airspaces in Europe Alt 010 network and the world. Costly for large regions
Numerous sites required which may result in high infrastructure cost Multilateration Surveillance Complex system to manage: numer- Processing Data Aircraft Station Processor ous sites, synchronization across Report system, multiple interrogations
18 2.4 Automatic Dependent Surveillance – Broadcast (ADS-B) “Thales ADS-B in Australia is delivering economical, environmental and safety Aircraft tell everybody who can listen who they are, where they are, benefits. where they are going and at what speed. Airservices” Australia An aircraft uses Global Navigation craft broadcast their altitude, speed, Satellite System (GNSS) to determine aircraft identity and other informa- its position, which it broadcasts to- tion obtained from on-board systems. PROS gether with other information to Once received by ground stations, the Acquisition and installation cost ground stations. The ground stations information is processed and sent to is the lowest for a single ADS-B site process and send this information to the Air Traffic Control Centre for dis- than other surveillance system the Air Traffic Control system which play on controllers’ screens. ADS-B Minimal infrastructure require- then displays the aircraft on air traffic broadcasts can be received and pro- ments as ground station can be controllers’ screens. ADS-B equipped cessed by any receiving unit, which installed on existing infrastructure aircraft broadcast once per second means ADS-B can be used for both such as navigation aid, radar or their position and other information ground and airborne Air Traffic Con- VHF radios sites without any intervention from ground trol surveillance applications. Used for both ground-based and systems. As well as their position, air- airborne surveillance applications High refresh rate (1second) A glance at AX/BX680 Air/ground datalink available Thales ADS-B ground stations have been Small latency selected by service providers in Australia, Asia Pacific, Europe and North America High update rate (1 second) to enhance surveillance in both radar Global Navigation and non-radar airspace. The company Satellite System High accuracy (GPS accuracy) has also participated in several trials Very low lifecycle cost to demonstrate how ADS-B data can be
used to improve situational awareness,
) ) Intent available (level-off altitude,
) )
) ) and enhance safety. In the largest ADS-B
) )
) ) next waypoint etc.)
) )
) ) Aircraft uses GNSS contract to date, Thales is delivering up
) )
) )
) ) and/or (in future) inertial Each position report is transmitted to 1,200 systems to provide a nationwide
) )
) ) navigation sensors to with an indication of the integrity
) ) network across the US.
) determine its position. ) ) ) ) associated with the data – users can
) ) ) )
) determine which applications Thales is drawing on expert teams in
) ) ) the data can support the US, France, Germany and Italy to meet
) ADS-B ) the FAA requirement, which includes a ) ) Immune to multi-path
) Messages dual link ground equipment, containing ) ) ATC Display System CONS both 1090 MHz and UAT datalink
) ) capabilities. ) Requires all aircraft to be equipped with Mode S extended squitter ADS-B datalink technologies YZ 456 Relies exclusively on Global Three ADS-B datalink technologies have ADS-B AB 123 FL 300 Navigation Satellite System (GNSS) been developed and these are the 1090 MHz FL 280 Messages for position and speed Mode S Extended Squitter (1090ES), Universal Acess Transceiver (UAT) and VHF Digital Link Mode 4 (VDL Mode 4). Aircraft position is determined onboard without independent ADS-B IN or OUT ? system validation ADS-B requires equipment on the aircraft Aircraft to broadcast its position and other Ionospheric effects around ADS-B Surveillance Reports information (ADS-B OUT Function) and GROUND Data the Equator affect GNSS equipment on the ground (ADS-B IN Function) STATION Processor to receive this information.
20 2.5 Automatic Dependent Surveillance – Contract (ADS-C)
Aircraft report to the ATC Centre when requested.
An aircraft uses Global Navigation tre through point-to-point commu- PROS Satellite System (GNSS) or on-board nications to the ground station. This systems to determine its position and means that only the ATC Centre that Surveillance coverage for areas impractical or impossible for other other information. The Air Traffic Con- set up the contract will receive the in- surveillance systems, such as oceanic trol (ATC) Centre sets up a contract formation. or desert areas with the aircraft asking it to provide Aircraft will send their speed, meteo- Information “expected road” available this information at regular intervals. rological data and expected route in Aircraft will send this information to addition to their position. Datalink between the aircraft and the ground station which will process the ground ADS-C provides surveillance in areas and send it to the ATC Centre for dis- where other means of surveillance CONS play on Air Traffic Controller screens. are impractical or impossible, such as Requires additional aircraft Equipped aircraft will send their po- oceanic and desert areas. sition and other information at the equipment intervals requested by the ATC Cen- Information is delivered to ground stations by a service provider which bears cost Communications satellite Relies partly on GNSS to determine aircraft position and speed, which may experience outages GNSS Aircraft Surveillance Applications are not supported as information is no directly available to other aircraft ADS-C messages Surveillance performance is determined by the communication Aircraft uses a combination of GNSS media and inertial navigation sensors to
determine its position. Position is then Aircraft position updated less ) ) sent in ADS-C messages frequently than other surveillance
) ) systems ) ) A glance
) ) Global Navigation Satellite System at TopSky - Datalink ) ) Messages are delivered errors: Clock errors of the satellites’ The risk-free TopSky – Datalink solution,
) ) by ARINC or SITA using clocks, Ionospheric effects
satellite or VHF datalink put in place by Thales, enables clients ) ) ADS-C does not support 3 nautical to completely provide air surveillance ADS-C ) mile or 5 nautical mile separation in oceanic or desert areas . Thales is able messages ATC Display System
) standards to deliver ADS-C through FANS1/A+ and ATN (aeronautical telecommunication network). Worldwide deployed across Australia, Singapore, China, France, Chile, YZ 468 AB 123 FL 300 South Africa, ASECNA, Ireland, Indonesia, VHF Data FL 280 Taiwan, TopSky – Datalink is a field proven link ground Satellite and key datalink solution for oceanic and station ground station continental operations. TopSky – Datalink integrates the major technological ADS-C Surveillance and functional evolutions resulting message Data Aircraft Reports and ADS-C from SESAR and NextGen, which will processor Processor management messages bring visible improvements to the automation products.
22 2.6 Summary of sensor surveillance technology
RADAR-BASED TECHNOLOGY SATELLITE-BASED TECHNOLOGY OTHER PSR SSR ADS-B ADS-C Multilateration
Independent or Dependent Aircraft position is measured from the ground (Independent) or aircraft Independent Independent Dependent Dependent Independent position is determined onboard (Dependent)
Cooperative or Non-Cooperative Surveillance requires aircraft equipment (Cooperative) or Non-Cooperative Cooperative Cooperative Cooperative Cooperative surveillance does not depend on aircraft equipment (Non-Cooperative)
No Aircraft Detection – – – – Transponder
Detection & Mode A Detection – – Detection & Identification Identification
Detection & AIRCRAFT Mode C Detection – – Detection & Identification TRANSPONDER Identification
Detection & Mode S Detection – – Detection & Identification Identification
Detection, Identification Detection, Identification ADS-B Detection – – & Position & Position Identity and altitude determination as well Use for ATC, vehicule SSR technology as range and azimuth. Non cooperative tracking and for on-board Use of surveillance can be used (does Less sensitive to targets detection surveillance applications. area with no not need any evolution interferences than PSR. as no on-board High refresh rate radar coverage. of onboard equipments). Its range is more equipment is required. (1s at least). Information Suitable for ground important than the PSR Major Pro Can be used for Air/ground data link “expected road” surveillance. (as the interrogation and ground surveillance. available. available. Small latency. the answer have only High data integrity Small latency. Air/ground data link High update rate. one-way distance level. High update rate. available. Position accuracy. to cover) Mode S Position accuracy. High reliability. introduces the air-to ground datalink.
Targets cannot Depends on the aircraft be identified. Depends only only (equipped or not) Target altitude cannot Does not work for on the aircraft and on the data correction be determined. the ground (equipped or not) and High demand on reliable which is sent. High power emission surveillance on the data correction that data communication Major Con Not all the aircrafts are is required which limits High latency and low it sends. infrastructure. equipped at this time. its range. update rate. Time stamping errors. Time stamping errors. High latency and low GPS outages. GPS outages. update rate.
24 25 2.7 Applications of sensor 2.8 Data provided by each surveillance technology surveillance technology
The following provides a brief overview of the information that may PSR Multilateration be received and processed by the relevant surveillance technologies • Surface movement radar application • ASMGCS: Multilateration has been • Terminal area surveillance deployed at numerous locations for surface surveillance to detect and PSR SSR Mode A/C SSR Mode S • En-route surveillance. provide position/identity to these systems. Typically 10-20 ground stations No Position, No data is able No data is able are used to provide multilateration transponder calculated to be provided by to be provided by SSR velocity vector this sensor this sensor coverage over the whole airport surface. • Terminal area surveillance • Terminal Maneuvering Area (TMA) Mode A/C No data is able Position, flight Position, flight • En-route surveillance surveillance: Multilateration shows transponder to be provided level (barometric), level (barometric), by this sensor 4 digit octal identity, 4 digit octal identity, • Precision Runway Monitor (PRM): Special promise for “wide area” application calculated velocity calculated velocity SSR ground stations are used by a number and a number of states have projects to vector vector of states to support precision runway deploy multilateration for this purpose. approach monitoring to parallel runways. • En-route surveillance: Multilateration Mode S No data is able Position, flight level Position, flight level transponder to be provided (barometric), (barometric), 4 digit octal is able to be used in “very wide area” with Downlink by this sensor 4 digit octal identity, identity, 24 bit unique code, ADS-B applications. Aircraft calculated velocity selected altitude, • Surface mouvement • PRM: Multilateration shows promise Parameters vector Flight ID, Selected Altitude, • Terminal Maneuvering Area (TMA) for use in PRM applications when (DAPs) Roll Angle, Track Angle surveillance aircraft are equipped because Rate, Track Angle, multilateration meets the accuracy Ground Speed, Magnetic • En-route surveillance and update requirements of PRM. Heading, Indicated • PRM: ADS-B shows promise for use in PRM Airspeed/Mach No, applications when aircraft are equipped Vertical Rate, calculated because ADS-B meets the accuracy, ADS-C velocity vector velocity vector performance and update • En-route surveillance in remote requirements of PRM. However, at this time, or oceanic areas. no safety case nor ICAO approval has been obtained to use ADS-B for this application.
Multilateration ADS-B ADS-C No transponder No data is able to be If ADS-B equipped: If ADS-C provided by this sensor Current aircraft: equipped: Position, flight Position, Mode A/C Position, flight level level (barometric), altitude, flight transponder (barometric), calculated position integrity, ID, emergency altitude, 4 digit octal geometric altitude flags, waypoint identity, calculated (GPS altitude), events, waypoint velocity vector 24 bit unique code, estimates, limited Mode S Position, flight level Flight ID, velocity “intent data” transponder (barometric), 4 digit octal vector, vertical rate, with Downlink identity, 24 bit unique emergency flags, Aircraft code, selected altitude, aircraft type category. Parameters Flight ID, Selected Altitude, Fully compliant (DAPs) Roll Angle, Track Angle DO260A will add Rate, Track Angle, Ground a number of data Speed, Magnetic Heading, fields. Indicated Airspeed/Mach No, Vertical Rate, calculated velocity vector
26 27 2.9 Tracking system
An ATC automation centre shall take integrate data sent by numerous surveillance sensors.
The rule of a tracking system is then The integration of this new technolo- The Multi Sensor Tracking system to process and to unify all types of gy into gate-to-gate architectures has combines received data pertaining to surveillance data, in order to provide notably the following purposes: a single aircraft into a single surveil- fused information to the visualisation • fluxing air traffic which is growing lance track, taking advantage of the and the safety nets systems. continuously, best contribution from each surveil- lance source and eliminating the influ- • increasing safety related to aircraft The definition of a new set of - sur ence of their respective drawbacks. operations, veillance standards has allowed the emergence of a post-radar infrastruc- • reducing global costs (fuel cost is in- ture based on data-link technology. creasing quickly and this seems to be a long-term tendancy), and • reducing radio-radiation and im- proving the ecological situation. A glance at TopSky-Tracking With more than 20 years experience, Thales TopSky-Tracking system SENSOR DATA PROCESSING is field proven with the highest number of operational systems in the world. The system receives and processes all types of surveillance data from PSR, Multi Sensor SSR, Mode S, Mode A/C, ADS-B, Wide Air Ground Data Tracking System Area Multilateration (WAM) and surface ADS-C Processing Main Chain ADS-B sensors (SMR, Airport Multilateration, SMGCS tracks). For cooperative aircraft, significant information is supplied as Downlink Aircraft Parameters (DAPs) from the aircraft avionics. DAP data is YZ 456 processed by the TopSky-Tracking AB 123 ADS-B Sensor function and is also stored in the output Gateway HMI messages for use by downstream data-processing functions. The data fusion technique used RADARS within the TopSky-Tracking function is based on the use of extended Kalman filter (EKF) algorithms that make Multi Sensor up an Interacting Multiple Model (IMM) MLAT/WAM Tracking System filter. The Kalman filter features Sensor Gateway Fall Back Chain are particularly adapted for an aircraft trajectory assessment and integrate the capability to predict the aircraft motion.
MLAT/WAM
28 3 Global Surveillance
3.1 Why Global Surveillance?...... 32
3.2 Global Surveillance Solutions...... 33
3.3 Rationalisation...... 36
3.4 Simulation and Validation tools...... 40
30 31 3.1 Why Global Surveillance? 3.2 Global Surveillance Solutions
ANSPs are today faced with a dilemma: choosing between conventional A global surveillance solutions provider will combine state-of-the-art surveillance technologies and new surveillance technologies. technologies to find the composite surveillance solution best matching the ANSPs’ needs. On one hand, conventional technolo- On the other hand, new surveillance gies, typically primary and secondary technologies such as ADS-B, ADS-C Whatever the geographical constraints Modeling of surveillance infrastruc- radars, are highly mature, widely de- and Multilateration are maturing with or traffic level, ANSP must have the ture to cover new routes. ployed and continuously improving. increasing operational deployment. most adapted surveillance capability: First focus on needs, not on prod- Several criteria have to be considered Suveillance technologies ucts ; in order to provide the optimal solu- tion, such as operational requirements, Complete airspace security & safety Conventional average/peak traffic density, budget Constraints offer, from ground to en-route must Surveillance (current and future), environment (ter- Technologies: PSR, SSR New Surveillance be considered; Technologies: rain, propagation…) as well as safety & Highly mature MLAT, ADS-B Performance excellence and costs security objectives. efficiency through optimised solu- Maturing solutions Continuously tion is mandatory; improving The Global Surveillance system opti- More and more Multiple outputs to ease interface to mization is based on several assess- Widely deployed proven references any ATM system are required; ments: technologies Specially designed and tested multi • Performance indexes (Probability of Increasing operational Cornerstone of CNS sensor simulation and validation detection / correct identification, Lo- ? infrastructures deployement tools help to optimize system de- calization accuracy) sign. • Cost evaluations (Equipment acquisi- tion, Operations, Maintenance) Global Surveillance solutions provid- • External footprint (Spectral occupan- A surveillance infrastructure is to provide the required functionality er has to assist the customers in de- cy, Environmental impact). and performance to support a safe, efficient and cost-effective Air Traffic fining the best solution to meet their Control service. requirements. Global surveillance systems are an Definition of the desired surveillance efficient way to combine various In the recent past the Surveillance In parallel, new performance targets coverage infrastructure was composed of Sec- and associated operational require- technologies and share between sur- ondary Surveillance Radar (SSR) and ments are emerging from Single Euro- Identification of site-related con- veillance layers a part of the burden Primary Surveillance Radars (PSR). pean Sky initiatives. straints: Complicated coverage - ter- of “ancillaries” such as: rain restrictions / Gapfiller The requirements placed upon the The environment in which ANSP’s pro- • Infrastructure (tower, masts, …) infrastructure were based on the use Identification of operational re- vide a surveillance service is, in all re- • Energy sources (power supply,…) of radars achieving radar-specific per- gards, under continual pressure. straints: accessibility of sites, exist- formance requirements. ing systems, limited com • Communication links There are numerous factors which Recently technological developments can be considered in the scope of any such as Automatic Dependent Surveil- rationalisation exercise. Airport Terminal Manœuvring En-Route lance –Broadcast (ADS-B) and Multi- Surface Surveillance Surveillance lateration (MLAT) have reached ma- Surveillance turity for operational deployment for Methodology and tools have been de- surveillance applications and relevant veloped to support ANSPs on decision standards were defined. making and to optimize surveillance infrastructure regarding the attri- Due to the nature of these new tech- butes of various surveillance technol- nologies the technical requirements ogies: This is the concept of Global cannot continue to be expressed in Primary Primary Secondary Surveillance Solutions. surveillance: surveillance: surveillance: terms of radar-specific performance S-Band L-Band SSR, ADS-B, WAM requirements.
32 Up to 5 NM 33 Up to 80 NM Up to 100 NM Up to 250 NM PSR and SSR are often installed in a “co-mounted” installation. Alternative ADS-B capability can hence be offered ADS-B + WAM + PSR technologies could be deployed in an integrated infrastructure too. as a simple software addition to WAM equipments. Further integration of PSR and WAM- One can typically consider: and tracking performances on ADS-B ADS-B capabilities into a common Some system manufacturers offer equipped aircraft (due to the higher system, is an attractive concept which the integration of an ADS-B receiver this capability as embedded in their update rate of ADS-B). It provides also would offer the service of a global into an SSR WAM offer. a way to assess the integrity of ADS- surveillance (non-cooperative, coop- the integration of an ADS-B capabil- B data, or -in a transitional period- to The consequence is the ability to of- erative independent, and cooperative ity into a WAM station monitor the quality and equipage ra- fer ADS-B service and application at dependent). the integration of an PSR station a marginal additional cost, when a tio of aircraft transponders. The deployment of such a Global and an ADS-B + WAM into a com- WAM surveillance system has been Surveillance Systems could be envi- mon system deployed. ADS-B + WAM sioned: Conversely, it allows for a seamless either as an upgrade of surveillance ADS-B + SSR Mode S Integration of ADS-B and WAM can be service extension from ADS-B to systems based on WAM-ADS-B very easily achieved as both systems WAM, when an ADS-B ground con- Various approaches can be consid- technologies, providing them with may use the same and single antenna, figuration has been deployed. Such ered to integrate an ADS-B receiver the additional capability of non- RF reception and digitisation hard- an extension will imply: into an SSR, and different solutions cooperative surveillance ware. A dual functionality of ADS-B are available on the market depend- the deployment (if needed, depend- and Multilateration ground station is or in a direct deployment, for the ing on the system manufacturer. They ing on terrain and required cover- a big advantage. Such a capability is equipment of new airspaces / new differ according to the position of the age) of additional WAM stations to recognized in Eurocae standardiza- airports. ADS-B antenna vs the SSR antenna. ensure the proper level of perfor- tion documents such as ED-142. It is mance, e.g. accuracy, The benefit of an “SSR-ADS-B” system recognised that a WAM system may the software upgrade of existing compared to a standard (or Mode S) also provide ADS-B data reception ADS-B stations- to make the WAM SSR is to provide improved acquisition and handling capability. capable.
WAM: ”difficult approaches“ Mode S SSR: “easy approaches”, coastal areas ADS-B: upper airspace, advanced applications, redundancy
En-route airspace (upper)
TMA 2 En-route airspace (lower) TMA 1
Airport 2 Airport 1
34 35 3.3 Rationalisation
Measuring or quantifying how The Key Performance Areas cover: E nvironmental Sustainabil- S afety: Safety requires the highest much rationalisation is needed or, C apacity: The future ATM System ity: The future environmental sys- priority in aviation and the provi- if assessed after the event, how should provide the capacity to meet tem performance will be a require- sion of air traffic services. It plays a much rationalisation was achieved the demand at the times when and ment and the future ATM System key role in ensuring overall aviation is a necessary step for ANSP. where it is needed. must meet their obligations in this safety. Society will always expect respect. zero accidents from the aviation in- C ost effectiveness: The price of Rationalisation activities may focus dustry as a whole and performance the air traffic services provided by Fl exibility: Flexibility addresses upon improving a whole range of Key from this perspective sets the end the future ATM System should be the ability of the system to meet Performance Areas (KPA). customers’ confidence in air trans- cost-effective with respect to meet all modification of surveillance re- port. There are currently no published the individual needs of the relevant quirements in dynamic manner. standardised metric definitions or airspace user. Inte roperability: The function- S ecurity: Security refers to the commonly agreed ATM performance protection against both direct and E fficiency: Efficiency addresses ality and design of the future ATM figures for the surveillance infrastruc- indirect threats, attacks and acts the operational and economic cost- System must be based upon the use ture rationalisation. ANSP’s can as- of unlawful interference to the ATM effectiveness of flight operations of global standards and uniform sess their surveillance infrastructure System. from a single-flight’s perspective principles to ensure technical and against these generic KPA and define and will be central to achieving the operational interoperability. Hu man Performance: An effi- targets for their improvements that environmental performance tar- Pr edictability: Predictability re- cient and capable surveillance sys- contribute to the overall ATM targeted gets, which will be placed upon the fers to the ability of the future ATM tem leads to improved Air Traffic improvement. future ATM System. System to enable the airspace users Controller efficiency. to deliver consistent and depend- able air transport services.
36 37 KPA PSR SSR ADS-B WAM Hybrid solution
Capacity • PS R meets the current and • Mode S can improve vertical • S upport reduced separation, • S upport reduced separation, • S upport reduced separation, expected future capacity needs capacity hence increased capacity in hence increased capacity in in a homogeneous low altitude / dense airspace low altitude / dense airspace performance, hence increased capacity in any part of the covered airspace Cost • P roven technology, limited non • P roven technology, limited non • Highly cost effective • G enerally improved cost due • Highly improved cost effectiveness recurring costs recurring costs to improved flexibility effectiveness vs PSR + SSR • Still costly life cycle compared to other Surveillance technologies
Efficiency • Amplifier transition from tubes • N o loss of information. • Neutral on surveillance • Improved surveillance • Improved surveillance to solid-state improved the Radio • Mode S (EHS, ELS) improve efficiency & spectrum efficiency efficiency efficiency & spectrum Frequency footprint the SSR efficiency • Potential negative impact efficiency • U se of digital processing to on spectrum efficiency in continuously improve performance some areas due to increased • Overlapping coverage at high altitudes interrogations • High power transmission still impacts Radio Frequency footprint and deployment constraints
Environmental • Significant required infrastructure • Significant required infrastructure • E nabler to trajectories with • E nabler to trajectories with • E nabler to trajectories with • Potentially impacted by Wind Turbines • Potentially impacted by Wind Turbines reduced fuel consumption reduced fuel consumption reduced fuel consumption and noise impact. Much less and noise impact and noise impact. visual footprint than radars • Much less visual footprint • L ess visual footprint than than radars radars Flexibility • Best suited for long range and high • Best suited for long range and high • Distributed system allows • Distributed system allows • Distributed system allows altitude Surveillance altitude Surveillance flexible deployment flexible deployment flexible deployment. • Limited adaptability to changing of air • Limited adaptability to changing • High update rate allows • High update rate allows • High update rate allows routes due to its significant required of air routes due to its significant flexible trajectory flexible trajectory flexible trajectory infrastructure required infrastructure management management management Interoperability • U se of ASTERIX format • U se of ASTERIX format • Limited Interoperability due • P ositive impact on • High impact on • Required frequency/distance • C lustering of SSR Mode S to limited aircraft equipage, Interoperability , as WAM Interoperability, as being able separation between two PSRs and to dual standard in some able to track any transponder to track any air target regions of the world (eg 1090/ equipped target UAT)
Predictability • P roven technology through • N o false tracks • Predictability may be not • Improved predictability due • Improved predictability due experience • Dependent on on-board transponders optimal in the transition period to graceful degradation, to graceful degradation, space • N ot dependent on on-board • Performance depends on propagation due to persistence of «non spatial diversity,… & frequency diversity,… transponders effects certified» transponders with • Performance depends on • Performance depends on • Performance depends on propagation poor performance propagation effects propagation effects effects • Performance depends on propagation effects
Safety • N ot dependent on on-board • High added value system • Subject to GPS outage or • Improved safety due to • Highly improved safety, as no transponders (Use of Mode S EHS ans DAPs) jamming, and avionics failure graceful degradation, spatial more identfied weaknesses • Redundant system in its design • Redundant system in its design diversity,… • Poor coverage at low altitude for • Dependent on on-board transponders • However still some limitations (against transponder failures) some configurations • Poor coverage at low altitude for some configurations
Security • N on Cooperative Surveillance • N on Cooperative Surveillance • Subject to multiple threats • Equivalent to SSR. However still • Highly improved security, as technology technology e.g. GPS jamming, spoofing, major issues remaining against no more identfied weaknesses • Poor coverage at low altitude • Poor coverage at low altitude deliberate swith off of various kind of threats, as relying for some configurations for some configurations transponders,… on aircraft cooperation
Human • Proven efficient HMI • Proven efficient HMI with high • Allows better anticipation of • Allows better anticipation of • Reduces ATM workload performance • Require skilled ATC controllers added value information conflicts or loss of adherence conflicts or loss of adherence through a better anticipation in contract trajectories, in contract trajectories, hence of any critical situation hence reduces ATM workload reduces ATM workload
38 39 3.4 Simulation and Validation tools Display Analysis and Replay Tools These tools validate and monitor the criteria, Image (JPEG, PNG, PS), xml Availability of validated technical and economic modelling and evaluation global surveillance solution through and csv data export tools is mandatory to offer safe and optimal surveillance solutions. the analysis of recorded air traffic Complete replay capabilities and situations based on three major fea- Speed selection To support any ANSP wanting to de- tures: Analysis: Bias and noise estimation, ATM Simulator for Global Surveillance velop its surveillance architecture, Display : Tracks/plots from different Track characteristics and bias value
comprehensive suite of simulation Multiple Multiple Multiple sources, ASTERIX and specific radar chart display, Sensor statistics and tools have been developed with the sensors sensor sensor formats, Air situation and tabular Tracking performance assessment following functions: individual fusion economic display, Data filtering upon different results performances performances simulation Implementation of the ANSP simulation simulation surveillance needs and its environment Display analysis and replay tool functionalities (DART developed by Thales) Definition of scenario and performance indexes Display Analysis & Replay Tool A/G Development of potential Surveillance Analysis Tool suite solution, independent of manufacturers Multiple sensors Display PSR DISplay performances and Cost evaluations (Acquisition and validation replay tool operation) SSR Analysis ADS-B Performance Modelling Tools
A performance modelling tool com- WAM Replay putes the performance indexes of multi sensor systems such as WAM or MSPSR or mono sensor systems such as PSR/SSR/ADS-B. The tool is able to compute the non coopera- tive coverage merging the data given by different PSR and MSPSR system and cooperative coverage merg- Air and Ground surveillance Analysis Tools Suite ing the data given by different SSR, ADS-B and WAM system. Then, the 1/ Trajectory Generation based on 3/ Sensor and Tracker Performance system simulates the multi-sensor • Mobile scenario: 3D mobile template Assessment tracking process and data fusion. simulation • Sensor performance computation The user can also view and display for approach & en route radars (PSR, the selected configuration. • Sensor scenario (standard character- istics & specific per kind of sensor) SSR, CMB, Mode S), surface move- ment radar (SMR), MLAT / WAM sys- • Environment scenario (airport lay- tem, ADS-B ground station Economical Modelling Tools: Cost & Solution Global Valuation out management, shadowing areas, multipath,…) • Tracker performance assessment (Accuracy, latency, continuity and in- Global Global • Trajectory scenario Priority Cost Models Satisfaction Satisfaction tegrity metrics according to ESSASPs Weighting Criteria Rating 2/Trajectory Reconstruction rules) • Sensor reports and/or track updates • Verification of International Stan- chaining dards such as EUROCONTROL, MIT, • Gap filler processing EUROCAE, FAA, ANSPs specific. • Trajectory smoother
40 41 4 Case studies
4.1 Frankfurt, Wide Area Multilateration system...... 44
4.2 USA, Nationwide ADS-B coverage...... 45
4.3 Australia ...... 46
4.4 Mexico ...... 46
4.5 Namibia...... 47
42 43 4.1 Frankfurt am Main TMA, 4.2 USA, Nationwide WAM system ADS-B coverage
he Precision Approach Monitor- area starting as low as Frankfurt am Ting (PAM) system is the first op- Main Airport ground and reaching be- erational WAM system in Germany, yond cruising altitude. Around the air- and is designed specifically for highly ports of Frankfurt and Hahn, the low- congested environments. It delivers est detection limit is 500 feet above almost five times higher update rates ground, increasing to 1,000 feet above than conventional radar and provides ground within the terminal approach controllers with enhanced situational area. The remaining area is covered awareness and more flexibility to from 3,000 feet above ground. feed aircraft into the approach area around Frankfurt Airport. The WAM DFS approved its final site acceptance PAM comprises 37 ground stations, 15 in early September 2012. It is planned transmitters, and 37 receivers, set up to go operational by April 2013, after around 34 individual sites. High pre- approval by the German Federal Su- cision surveillance data is provided pervisory Authority for Air Navigation throughout a 128 by 80 nm coverage Services (BAF).
pproximately 87,000 flights criss- As a key member of the ITT team, Across America’s skies each day. Thales is providing some 1,600 ADS- According to the FAA, that number B stations for nationwide coverage is projected to rise to over 128,000 across the US, as well as TopSky–Track- flights per day by 2025. Unfortunate- ing, the multi-sensor tracker for reli- ly, the current ground-based radar air able fusion of radar and ADS-B targets. traffic control system that’s served This satellite-based surveillance sys- America so well for the last 60 years tem will bring improved precision and has hit the ceiling of its growth capac- reliability to US skies. Pilots will benefit ity. It simply cannot keep pace with from improved situational awareness. expected demand. Controllers will be able to reduce air- craft separation and increase airspace NextGen is transforming the US Na- capacity. Aircraft will fly more direct tional Airspace System (NAS) to meet routes, reducing fuel burn. future needs and avoid gridlock in ADS-B is already supporting the 9,000 the sky and at airports. The FAA has daily helicopter operations in the Gulf embarked on a continuous roll-out of Mexico allowing flights to continue of new capabilities and technologies even in poor visibility conditions. UPS that will reduce delays, make air traffic is using ADS-B at its hub in Kentucky more efficient and minimize aviation’s and expects to achieve an annual fuel impact on the environment. Travel will reduction of 800,000 gallons, a 30% become more predictable, quieter, decrease in noise and 34% reduction cleaner and more fuel-efficient, and in emissions when ADS-B will be fully more importantly, safer. implemented.
44 45 4.3 Australia 4.5 Namibia
he airspace controlled by TAAATS cial air traffic in Australia is currently ince early 2010, the surveillance transmitting stations complemented T(The Australian Advanced Air Traf- under radar coverage, over 90% of Sof the entire Namibian Airspace by data from ADS-B equipped aircraft fic System) covers 56 million square Australian airspace is outside radar above the FL 145 and the approach and ADS-C capability at Eros ACC au- kilometers and controls more than coverage. The Automatic Dependant of Hosea Kutako International Air- tomation system. A multi-sensor sur- three million air traffic movements Surveillance Broadcast (ADS-B) sys- port is ensured by a combination of veillance processing system is imple- per year. While almost full radar cov- tem has provided extensive coverage primary and secondary radar for the mented within the Eros Area Control erage exists along the east coast of in non-radar airspace and comple- Windhoek TMA as of the rest of air- Centre to fuse the data from the mis- Australia and the majority of commer- ments the existing en-route and ter- space is covered by means of primar- cellaneous sensors. minal radar RASPP network ily WAM made of 36 receiving and 24 The ADS-B system is fully integrated with TAAATS flight plan, radar data and Automatic Dependant Surveil- lance Contract (ADS-C) data display and allows Airservices Australia to provide radar-like separation services in the current non-radar airspace. TA- AATS has been upgraded to process up to 1,000 ADS-B flights simultane- ously from up to 200 ground stations. The UAP ADS-B programme is the first operational large scale ADS-B system.
4.4 Mexico
hales radars provide over 80% of Tthe radar coverage in the country. Thales has modernised and improved Mexico’s surveillance capabilities, helping SENEAM to meet the NextGen initiatives and to enhance air traffic management capabilities. FAA and SE- NEAM are working together for ADS-B on Gulf of Mexico Project. ADS-B Equipment based on Thales Ground Station AS680 is been in- stalled at Mexico City International Airport and at within Mexico Valley. It is considered one of the most com- plex operational area. The complexity is increased by the elevation of the by ADS-B antenna pattern. The ADS-B city, by the mountains around it and equipment is integrated to TopSky – because the city is one of the most Tracking, a Multi sensor tracking sys- heavily populated on the world (Air- tem. This equipment mixes the radar port location almost in Town). The data with ADS-B data for delivering Valley of Mexico is perfectly covered one fusioned track.
46 47 5 Support services
Global Surveillance Solution also include support and services by providing a complete Integrated Logistics Support package, by optimising maintenance, documentation, training and supportability from the earliest design phase, to reduce the life cycle costs of the equipment provided.
Maintenance requirements are fed With a full range of services to sup- into the design process to develop port the surveillance solution all over easily maintainable equipment deliv- the world at all levels of maintenance, ered with a comprehensive logistics surveillance experts should be avail- package. It is adapted to take into able to carry out corrective or preven- account customer specific require- tive maintenance task on site. ments, priorities and organisations. Based on analysis of customer’s feed- Documentation and training are de- back, Global surveillance solutions signed to streamline preparations to build on lessons learned to deliver deploy on operational missions as better, faster and more cost effective quickly as possible. services.
After delivery, support capabilities have to include factory and on-site maintenance, calibration, software updates and other services.
Delivering global, long-term Support and Services
Maintenance Upgrade Extended & System life services R epair services extension Spare parts Full life support Integrated logistic All level support Functional maintenance & capacity Technical Support prime improvements assistance contractorship System life Software support Maintenance extension Overhaul operator Test benches Contractor Logistics Support (CLS)
48 6 Major R&D Programmes
The Air Traffic Management system is currently facing a drastic need for change in order to increase capacity and safety ad to reduce cost and environmental impact.
NextGen ADS-B Program NextGen Surveillance and Weather There are major R&D programmes High level objective of WP 15.04.05b is Automatic Dependent Surveillance- Radar Capability (NSWRC) such as the Single European Sky ATM to develop a ground-based prototype Broadcast (ADS-B) system is the cor- The FAA currently operates four Research (SESAR) and the NextGen to support Airborne Separation As- nerstone program of the FAA’s Next distinct radar systems for terminal in the United States, that have been sistance Systems (ASAS) applications Generation Air Transportation Sys- aircraft surveillance and airport haz- initiated with the aim to develop new (En-Route and TMA). The work con- tem (NextGen) initiative to modernize ardous weather detection in the na- operational concepts and enabling sists in evaluation of DO260B/ED102A from a ground-based system of air tion’s terminal airspace. These radar surveillance technologies that will be Ground Station. traffic control to a satellite-based sys- systems, Airport Surveillance Radar able to support the implementation of tem of air traffic management. This (ASR) models 8, 9, and 11 and Terminal a new ATM system: SESAR WP12.02.02 “Runway Wake program leading by ITT will have a Doppler Weather Radar (TDWR), are SESAR WP 15.04.01 - Rationalisation Vortex Detection, Prediction and huge impact on the entire aviation in- nearing the end of their life cycle and of the Surveillance Infrastructure Decision Support Tools” dustry, affecting, to a certain degree, will require Service Life Extension Pro- The objectives of the SESAR WP The objective of SESAR WP 12.02.02 every aircraft in U.S. airspace. As a grams (SLEPs) to continue operational 15.04.01 project were twofold: is to safely reduce wake vortex sepa- key member of the ITT team, Thales is service. Sustainment and upgrade rations for arrival & departures and Methodology to promote a ratio- providing some 1600 ADS-B stations programs can keep these radars oper- define, analyze, develop and verify nalisation and adaptation of the for nationwide coverage across the ating in the near to mid-term. For the a Wake Vortex Decision Support Surveillance infrastructure. US as well as the multi-sensor track- long term, the FAA recognizes that re- System (WVDSS) in order to: ing function. placement of these radars is the best Roadmap to support the introduc- satisfy SESAR WP 06.08.01 opera- option. One of the potential alterna- tion of changes to the Surveillance tional concept NextGen Data Communications tives is multifunction phased-array infrastructure that are identified in deliver position & strength of wake Data Comm will allow digital informa- radar (MPAR) alternative that uses ac- the ATM Masterplan. tive electronically scanned phased ar- vortices tion to be exchanged between air traf- The Team is composed of represen- ray technology. It is possible to reduce fic control (ATC) and pilots, enabling tatives from Thales Air Systems SA, predict wake vortices behavior and the total number of radars required the auto-load of information directly DFS Deutsche Flugsicherung GmbH, impact on safety & capacity by approximately one-third. into the aircraft flight management EUROCONTROL, NATMIG and INDRA. advise stakeholders (Air Traffic system. This will allow aircraft to re- Controllers, Supervisors …) ceive departure clearances and air- SESAR WP 15.04.05 a & b: Ground WVDSS has to be able to bring solu- borne reroutes digitally. Thales is system enhancements for ADS-B tions to Wake Vortex concerns, taking working with the FAA to develop Data The objective of SESAR WP 15.04.05a into account airport infrastructure, Comm Avionics and support its valida- is to enhance the ground Surveillance layout and weather conditions. tion and verification efforts with simu- systems in support of ADS-B applica- lation equipment. The Team is composed of represen- tions. tatives from Thales Air Systems SA, The main activity is the development DFS Deutsche Flugsicherung GmbH, of update for specification for ADS-B EUROCONTROL, NATMIG and INDRA. ground station on Surveillance Data Processing and Distribution (SDPD) and ASTERIX interface.
50 51 7 Innovation
7.1 Windfarm Compliant Radars ...... 54
7.2 Bird detection...... 56
7.3 Foreign Object Debris Detection ...... 58
7.4 Wake-Vortex detection...... 59
7.5 Weather hazards detection...... 60
7.6 MultiStatic Primary Surveillance Radar...... 61
Satellite ADS-B
En-route airspace (lower) TMA 1
Bird detection
Wake-Vortex
MultiStatic Weather hazards Windfarms Foreign object debris
52 53 7.1 Windfarm Compliant Radars
The development of renewable energy is now a priority all over the World, and among emerging technologies, wind energy is one of the most promising solution.
As an example, in Europe, the EWEA on real situations and to analyse the (European Wind Energy Association) capacity of a windfarm filter to can- forecasts that electricity production cel a large amount of windturbine from wind turbines will be multiplied echoes. Such a solution is an attrac- by 6 within the next 20 years. tive alternative to the more conven- tional NAI (Non Automatic Initiation) However, windturbines can disturb process, which prevents from initiat- Air Traffic Services, and in particular ing new tracks in windfarm areas. Primary Surveillance Radars (PSR). Thales has identified three develop- Practical disturbances are the genera- ment axis, depending on the type of tion of false plots and tracks by the windturbines, the loss of detection of situation to tackle: real targets (aircraft) flying over the the upgrade of existing radars: soft- windfarm and the masking of low level ware processing can be improved, aircraft behind the windfarm. in particular by adding windfarm Mitigation solutions are developed in filters which allow to filter out the order for the radar to become “Wind- windturbine spurious signals once farm Compliant”, which will prevent they are classified as such, blocking wind energy development gap-filler radars: in the case of ex- because of radars. isting radars for which such an As an illustration, Thales has installed upgrade is not envisaged or yet a STAR 2000 PSR in Scotland at In- for solving specific issues such as verness, an airport which is surround- masking, then Gap-Filler radar solu- ed by many windfarms. This was a tions (e.g. installed on the windtur- good opportunity to make recordings bine itself) can be proposed,
) ) ) ) ) ) ) ) ) ) ) ) ) ) ) next generation radars: windfarm Thales also contributes to dedicated ) ) ) “clutter” will be considered as a re- groups, and shares its knowledge ) ) ) ) ) ) ) ) ) ) quirement, and new architectures with world experts’ communities ) ) ) are already studied for proposing (such as the Eurocontrol Wind Turbine the best solutions. Among these Task Force), therefore participating to architectures, MSPSR (Multi-Static a common effort towards a greener PSR)5 shows built-in nice features planet. for mitigating windfarm effects. 5 Refer to Chapter 7.5
54 55 7.2 Bird detection
Bird strikes with aircrafts are a wellknown problem in the aviation world related to both civil and military communities.
Bird ingestion is causing major dam- Avian Radar Bird detection at 0 feet ages to aircrafts, sometimes leading Avian radar systems are adding to air- Above Ground Level (AGL) to fatal crashes. port technologies providing informa- Automated Foreign Object Debris 7320 bird strike on civilian air- tion needed for strategic and tactical (FOD) detection solutions like FODe- craft in the US in 2008, 72% below management of wildlife hazards. tect have been specifically designed 500 ft AGL, 92% below 3000 ft, 2/3 Radar provides an opportunity to to detect birds on airports travel sur- on landing, 1024 with significant extend observational capabilities faces. Numerous hazardous birds on damages on aircraft, 49 aircraft to 24/7 time frames and the ability travel surfaces have been encoun- destroyed to expand spatial coverage in both tered with the installed systems all Total cost of bird strike (Commercial distance and altitude. Specific radar- over the globe. aviation) is 1255 M$, 65$ per flight based detection systems have been developed to address an airport’s critical wildlife management and bird strike hazard warning requirements. The most common avian radar sys- tems use readily available marine or coastal band radars (S-band and X- band) with scan configurations and digital processing of sensor data opti- mized for wildlife target detection and tracking. Unlike other radars used at airports, avian radars are a new addi- tion to the technological capabilities of airports.
Avian radar systems use available marine or coastal radars (CW100 & CW10)
56 57 7.3 Foreign Object Debris Detection 7.4 Wake-Vortex detection
Foreign Object Debris (FOD) events at airports, which occur on a daily Aircraft creates wake vortices in different flying phases. To avoid jeopardizing basis, present a risk to passenger lives and safety, disrupt airport service flight safety by wake vortices encounters, time/distance separations have and cause billions of dollars in aircraft damage annually. been conservatively increased, thus restricting runway capacity.
Direct damage to airplanes result- FODetect have been specifically de- The concern is higher during taking Radar and Lidar Sensors are low cost ing from FOD is estimated to cost the signed to detect Bird, Wildlife and off and landing phases, as aircraft are technologies with highly performing aerospace industry $4 billion a year, FOD on airports travel surfaces. less easy to maneuver. complementary wake-vortex detec- while the indirect damages result in FODetect is an automated FOD detec- Wake vortices are a natural by-prod- tion capability in all weather condi- significantly higher figures. tion solution with superb detection uct of lift generated by aircraft and tions compared to others sensors that Crashes of several aircraft in the last capabilities deriving from a unique can be considered as two horizontal suffer of limited one. few years jolted the aviation industry integrated optical-radar sensing tech- tornados trailing after the aircraft. and highlighted the need for continu- nology, advanced image processing Enquiries have shown that highest ous checking of the runway between software and close range detection. occurrence of wake-vortex encoun- takeoffs and landing, a requirement The system is embedded in Surface ters are: that necessitates an automated, tech- Detection Units (SDUs) that are co- At the touchdown (behind 100 feet nological solution. This approach is located with the runway edge lights. in altitude) supported by the Federal Aviation Au- thority (FAA), EUROCONTROL and by At Turn onto glideslope (between the International Civil Aviation Orga- 3500-4500 feet in altitude) nization (ICAO). A trailing aircraft exposed to the wake vortex turbulence of a lead aircraft can experience an induced roll mo- ment (bank angle) that is not easily corrected by the pilot or the autopilot. However these distances can be safely reduced with the aid of smart planning techniques of future Wake Vortex Deci- sion Support Systems based on Wake Vortex detection / monitoring and Wake Vortex Prediction (mainly trans- port estimation by cross-wind), signifi- cantly increasing airport capacity.
Thales Radar for Wake Vortex Detection (SESAR project)
58 59 7.5 Weather hazards detection 7.6 MultiStatic Primary 75% of all air traffic delays is due to weather and weather has contributed for high percentage of all aircraft accidents in the world. Surveillance Radar MultiStatic Primary Surveillance Radar (MSPSR) is an innovative independent non-cooperative civil and military Surveillance for Terminal Approach Control and en-route purposes.
It is based on a sparse network of radio or TV broadcast) can be used by stations able to transmit and receive PCL. Dedicated transmitters of active omni-directional and continuous wave- MSPSR will use current PSR frequency forms. bands. Two system types are derived from MSPSR offers several improvements this concept: compared to a conventional Primary Surveillance Radar: 3D detection, “active” MSPSR with dedicated higher renewal rate (1.5 s instead of (“controlled”) transmitters, 4-5 s), resistance to wind-farms ef- “passive” MSPSR relying on trans- fects, and lower energy consumption. mitters of opportunity, identified as The configuration is adaptable to the “PCL” (Passive Coherent Location). environment and can be reconfig- The strength of this technology is ured. It re-uses existing infrastruc- such that localisation of aircraft is tures such as communication masts. now available in the three dimensions The coverage can be extended by and with a faster renewable rate com- adding transmitters (Tx) and receivers pared to current PSR. Existing trans- (Rx) as necessary in order to respond Main weather hazards with impact to ing, better data quality for national mitters (opportunity transmitters as to various applications. safety are: Storms (Cumulonimbus) & numerical weather prediction, high heavy rain (Gust fronts), Wake Vortex, resolution / high refresh rate for haz- Severe Weather turbulences (CAT), ards monitoring (wake vortex, wind Wind-shear & microburst,… shear,…). Several solutions are ex- Development of weather aviation plored: Networked short range sen- systems for Terminal Approach & Air- sors, Rotating Phased Array Radar (PAR), fixed face PAR… port Controls is necessary to improve MSPSR safety in adverse conditions and to re- typical duce flight delays & optimize airport deployment capacity. Existing surveillance equipments are not optimized for weather airport ser- vices: Weather radars from National Met Offices are localized far from the airport, Weather channel of Primary ATC Radar has poor quality, Terminal Weather Radars have not been de- ployed in Europe and are based on old technology in US… Some R&D programmes (US FAA/ NEXTGEN MPAR) are working on inno- vative evolution based on electronic Multi-Function Approach that allow rapid & adaptive scanning, increase lead time for weather hazard warn-
60 61 Acronyms and Terminology
Term Definition ACAS Airborne Collision Avoidance System ADS-B Automatic Dependent Surveillance – Broadcast ADS-C Automatic Dependent Surveillance – Contract ANSP Air Navigation Service Provider ASTERIX All-purpose Structured Eurocontrol Radar Information Exchange ATC Air Traffic Control ATM Air Traffic Management ATN Air Traffic Network ATS Air Traffic Service CAA Civil Aviation Authority ELS ELementary Surveillance ES Extended Squitter ESARR EUROCONTROL Safety Regulatory Requirement FAA Federal Aviation Administration FOD Foreign Object Detection FRUIT False Replies Un-synchronised In Time GNSS Global Navigation Satellite System GPS Global Positioning System GS Ground Station ICAO International Civil Aviation Organization ID IDentification KPA Key Performance Areas MLAT MultiLATeration MSPSR Multi Static Primary Surveillance Radar MSSR Monopulse secondary surveillance radar MTBCF Mean Time Between Critical Failures MTBF Mean Time Between Failure MTTR Mean Time To Repair NM Nautical Mile PoD or PD Probability Of Detection PCL Passive Coherent Location PMR Precision Runway Monitor PSR Primary Surveillance Radar R&D Research and Development RF Radio Frequency Rx Receiver SAP System Access Parameter SESAR Single European Sky ATM Research Programme SMR Surface Movement Radar SSR Secondary Surveillance Radar STCA Short Term Conflict Alert TDOA Time Difference Of Arrival TIS-B Traffic information services-broadcast TMA Terminal Manoeuvre Area TOA Time Of Arrival TWT Travelling Wave Tube Tx Transmitter UAT Universal Access Transceiver VDL VHF Data Link VHF Very High Frequency WAM Wide Area Multilateration
62 © Photos: Thales, XSight, Airbus, Getty, Fotolia. Graphic design: Maogani References: Thales Air Systems
Thales Air Systems Parc tertiaire Silic – 3, avenue Charles Lindbergh – BP 20351 94628 Rungis Cedex – France – Tel: +33 (0)1 79 61 40 00 www.thalesgroup.com Global surveillance
While widely deployed Primary and Secondary Radars are considered as highly proven equipment, more recent technologies such as Automatic Dependent Surveillance – Broadcast (ADS-B) and Wide Area Multilateration (WAM) offer mature alternatives to secondary radar.
Choosing a surveillance solution adapted to your current and future operational needs, your ATM environment and your budget is not easy.
The objective of the booklet is to present the available surveillance sensors, the interface to automation systems, some application cases and the concept of Global Surveillance proposed by Thales so as to meet tomorrow’s traffic flows whilst meeting your quests for higher safety, enhanced efficiency and lower costs.
66