DOCSLIB.ORG

A Tdma Broadcast Satellite / Ground Architecture for the Aeronautical Telecommunications Network

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
A Tdma Broadcast Satellite / Ground Architecture for the Aeronautical Telecommunications Network A TDMA BROADCAST SATELLITE / GROUND ARCHITECTURE FOR THE AERONAUTICAL TELECOMMUNICATIONS NETWORK Mohammed A. Shamma, Rajesh S. Raghavan Analex Corporation, Cleveland, OH 44142 Contract NAS3-00145, NASA Glenn Research Center Abstract: An initial evaluation of a TDMA research stage [ 11. Several communication satellite broadcast architecture with an links, technologies, and architectures were integrated ground network is proposed in considered which differ in complexity, cost, this study as one option for the Aeronautical and the time frame for its implementation. Telecommunications Network (ATN). The Here we are proposing an architecture based architecture proposed consists of a ground on the following objectives: based network that is dedicated to the - Cost: A system that takes into reception and transmissions of Automatic account the initial cost of Dependent Surveillance Broadcast (ADS-B) implementation. Considering the messages from Mode-S or UAT type fact that such architectures are not systems, along with tracks from primary and mass produced, the initial cost secondary surveillance radars. Additionally, will likely determine the expected the ground network could contain VHF final costs. Digital Link Mode 2, 3 or 4 transceivers for - New but tested technologies: In this the reception and transmissions of we mean a system that relies on Controller-Pilot Data Link Communications technologies that are new but (CPDLC) messages and for voice. The already tested as oppose to being second part of the ATN network consists of in the initial research stage. Also a broadcast satellite based system that is minimum use of what is defined mainly dedicated for the transmission of as older technologies is assumed. surveillance data as well as En-route Flight - Enough Room for Technology Information Service Broadcast (FIS-B) to all growth: while the cost and the aircraft. The system proposed integrates technologies in existence or near those two network to provide a nation wide term existence determines the comprehensive service utilizing near term or main architecture, it is important existing technologies and hence keeping the to leave room for other not yet economic factor in prospective. The next mature technologies to be few sections include a background implemented within the introduction, the ground subnetwork, the architecture at hand without satellite subnetwork, modeling and significant changes, Nonetheless simulations, and conclusion and where there may significant recommendations. changes required, they are noted. 1. Introduction The ATN proposed architecture is illustrated in Figure 1. It is divided into three parts. The Aeronautical Telecommunication l-The ground sub-Network which Network (ATN) is comprised of many consists of (but is not limited) two entities which are under development or at a major sub components: This is a preprint or reprint of a paper intended for presentation at a conference. Because changes may be made before formal publication, this is made available with the understanding that it will not be cited or reproduced without the permission of the author. a- Surveillance System: ADS-B The next two sections outlines some of (mode S and UAT) ground the details of the ATN parts discussed above transceivers. Primary and with the ground links and the airplane nodes secondary surveillance mentioned within. While the key element of radars (mode S and Air Traffic this design comprises the integration of Control Radar Beacon System satellites with ground based networks, it is (ATCRBS)). also the architecture which is seen to meet b- CPDLC and voice best all the objectives outlined in the communications network: beginning, cost, new technology, and room This consists of VDL 2, 3, or for improvement. communication transmitters 4 In summary, the architecture works as and receivers (depending on follows; aircraft equipped with ADS-B which link will be chosen). (UAT or Mode S) transceivers transmit their All VDL links will be in the ADS-B message to ground stations that are VHF band and hence will not located approximately 150 miles apart effect the surveillance (enough distance to receive from any systems design. altitude). At the same time, aircraft which 2- The satellite sub-Network which are not equipped with ADS-B transceivers consists of two major parts: will be detected by the primary or secondary surveillance radars. The ADS-B ground Satellite ground stations used a- receivers, and the radar stations will all be to transmit TIS-B and FIS-B connected via ground links (such as T1 or messages collected from all fiber, or possibly microwave, or a the ADS-B and radar ground combination) to the satellite "Pround station. transceivers. Satellite ground stations are presumed to be b- The satellite itself used to located in strategic locations such as at the relay the satellite ground ground control centers of each of the major stations TIS-B and FIS-B airspace sectors. Data collected will be messages to all the aircraft. filtered to remove any redundant messages 3- Ground links used to connect all received by more than one system (i.e. one the surveillance, VDL, and aircraft message seen by more than one ground satellite stations to each ADS-B receiver as well as with radar) and a other or to main stations. TIS-B message will be constructed per each 4- The airplane transceivers, which to transmit to the satellite. The satellite consists of VDL, ADS-B, and ground stations will access the satellite via a Satellite equipment. TDMA accessing scheme hence at each satellite ground station the filtered data will be queued and a burst will be transmitted within the corresponding time slots. The satellite will receive those messages and simply broadcast it down to the aircraft which will listen to the slots of interest based on the region of interest. At the same time while this is happening, CPDLC data and voice will be transmitted and received via ground VDL links with no satellite usage. Also, FIS-B messages will be created and sent along with TIS-B messages from each of the ground stations to be Figure 1: ATN major components broadcast to all the aircraft. The systems can have redundancies in the form of at a slower rate. Secondary surveillance redundant satellite transponders, redundant radars are described further in [2]. ground stations or reliance on radar vs. Supplementing the radar systems are ADS-B, redundant ground links via other ADS-B ground stations which listen to means if necessary. The details of those ADS-B transmissions from aircraft sent via redundancies were not investigated for this the Mode S and Universal Access study Transceiver (UAT) data links. Commercial aircraft, and other high-performance jet aircraft optionally broadcast their position, 2. The Ground Network velocity, and intent information using Mode S, while most general aviation aircraft optionally use UAT. The minimum aviation The ground network, shown in Figure system performance standards for ADS-B 2, consists of a network of ground-based are described in [3], and descriptions of the radar sites, as well as stations listening to Mode S and UAT data links as used in ADS-B transmissions from nearby aircraft. ADS-B can be found in [4]and [5]. The ground-based ADS-B listening stations, and the primary, enroute, and secondary surveillance radar sites feed their information to TIS-B ground stations, which process the incoming data to remove redundant information. The TIS-B ground stations then uplink filtered data to aircraft via a satellite network to provide a complete situational awareness picture to aircraft equipped to receive TIS-B information. Redundant data needs to be removed ..........~. ' .... ....... 'G \ for the following reasons: 'G "--'- d \- 1) ADS-B transmissions from the same aircraft may be heard by Figure 2: Surveillance Ground more than one listening station Subnetwork in the ground-based network. However, that information should be relayed via satellite The ground-based radars are of three only once. types: primary surveillance radars, located at major airports, higher power en-route Even when an aircraft radars, and secondary surveillance radars co- broadcasts ADS data, it is located with the first two types, which probably being tracked by interrogate transponders on board aircraft in ground-based radars as well the vicinity. The secondary surveillance (except in remote areas.) The radars are of two types: Air Traffic Control satellite ground stations should Radar Beacon System (ATCRBS) and Mode only uplink whichever data is Select (Mode S.) The ATCRBS radars, in collected that is of a higher turn, are divided into two further types: quality. older radars interrogating aircraft at a higher Each listening station in the ground rate using a sliding window, and newer network generates ADS-B packets at a monopulse radars which interrogate aircraft specified rate for the purposes of the simulation, as opposed to actually listening to many aircraft. This is done in order to receiving aircraft. The speed up the simulation. The ADS-B traffic interference environment for is generated at the intervals specified for Mode S ADS-B consists of individual aircraft in RTCA DO-260A, the replies to Mode S and ATCRBS 1090 MHz Extended Squitter MOPS, ground radars which are sent on divided by a mean number of aircraft per the same frequency (1090 ground station, defined at simulation time. MHz). The interference environment for the UAT data The packets transmitted are 112 bit link consists of military JTIDS Mode S packets, again chosen for transmissions and interference convenience. ADS-B and TIS-B from TACANDME information relayed to the satellite ground navigational aids. stations in a real system are likely to be Mode S Extended Squitters. Although The ground network is structured in a different packet formats may be used within hierarchical fashion. ADS-B listening the SATCOM network, in the current stations and primary, enroute, and experiment the Mode S format was retained secondary surveillance radar sites, feed because in a SATCOM system, each ground their information to regional processing station will still need to relay the 56 bit centers via either T1 or optical links.
Load more

Recommended publications
  • Federal Communications Commission § 80.110
    SUBCHAPTER D—SAFETY AND SPECIAL RADIO SERVICES PART 80—STATIONS IN THE 80.71 Operating controls for stations on land. MARITIME SERVICES 80.72 Antenna requirements for coast sta- tions. Subpart A—General Information 80.74 Public coast station facilities for a te- lephony busy signal. GENERAL 80.76 Requirements for land station control Sec. points. 80.1 Basis and purpose. 80.2 Other regulations that apply. STATION REQUIREMENTS—SHIP STATIONS 80.3 Other applicable rule parts of this chap- 80.79 Inspection of ship station by a foreign ter. Government. 80.5 Definitions. 80.80 Operating controls for ship stations. 80.7 Incorporation by reference. 80.81 Antenna requirements for ship sta- tions. Subpart B—Applications and Licenses 80.83 Protection from potentially hazardous RF radiation. 80.11 Scope. 80.13 Station license required. OPERATING PROCEDURES—GENERAL 80.15 Eligibility for station license. 80.17 Administrative classes of stations. 80.86 International regulations applicable. 80.21 Supplemental information required. 80.87 Cooperative use of frequency assign- 80.25 License term. ments. 80.31 Cancellation of license. 80.88 Secrecy of communication. 80.37 One authorization for a plurality of 80.89 Unauthorized transmissions. stations. 80.90 Suspension of transmission. 80.39 Authorized station location. 80.91 Order of priority of communications. 80.41 Control points and dispatch points. 80.92 Prevention of interference. 80.43 Equipment acceptable for licensing. 80.93 Hours of service. 80.45 Frequencies. 80.94 Control by coast or Government sta- 80.47 Operation during emergency. tion. 80.49 Construction and regional service re- 80.95 Message charges.
    [Show full text]
  • FAA Order 7110.10Y, Flight Services
    U.S. DEPARTMENT OF TRANSPORTATION JO 7110.10Y CHANGE FEDERAL AVIATION ADMINISTRATION CHG 2 Air Traffic Organization Policy Effective Date: November 10, 2016 SUBJ: Flight Services 1. Purpose of This Change. This change transmits revised pages to Federal Aviation Administration Order JO 7110.10Y, Flight Services, and the Briefing Guide. 2. Audience. This change applies to select offices in Washington headquarters, service area offices, the William J. Hughes Technical Center, the Mike Monroney Aeronautical Center, and to all air traffic field facilities, international aviation field offices, and the interested aviation public. 3. Where Can I Find This Change? This change is available on the FAA Web site at http://faa.gov/air_traffic/publications and http://employees.faa.gov/tools_resources/orders_ notices/. 4. Explanation of Policy Change. See the Explanation of Changes attachment which has editorial corrections and changes submitted through normal procedures. The Briefing Guide lists only new or modified material, along with background. 5. Distribution. This change is distributed to select offices in Washington headquarters, service area offices, the William J. Hughes Technical Center, the Mike Monroney Aeronautical Center, and to all air traffic field facilities, international aviation field offices, and the interested aviation public. 6. Disposition of Transmittal. Retain this transmittal until superseded by a new basic order. 7. Page Control Chart. See the page control chart attachment. Distribution: ZAT-793; ZAT-464; Initiated By: AJR-0 ZAT-423 (External) Vice President, System Operations Services 11/10/16 JO 7110.10Y CHG 2 Flight Services Explanation of Changes Change 2 Direct questions through appropriate facility/service center office staff to the Office of Primary Interest (OPI) a.
    [Show full text]
  • Radar Beacon Transponder (RBX) Functional Description
    FAA-RD-80-135 Project Report ATC-104 Radar Beacon Transponder (RBX) Functional Description R.G. Sandholm 18 February 1981 Lincoln Laboratory MASSACHUSETTS INSTITUTE OF TECHNOLOGY LEXINGTON, MASSACHUSETTS Prepared for the Federal Aviation Administration, Washington, D.C. 20591 This document is available to the public through the National Technical Information Service, Springfield, VA 22161 This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its contents or use thereof. CONTENTS 1.0 OVERVIEW AND SHRY 1.1 Introduction 1 RBX Concept 1 ) 1.2 1.3 Interaction of RBX with BCAS and ATC 2 2.0 THE RBX OATA LINR 6 ./ 2.1 Signal Waveforms 6 2.2 Signal Content 6 2.3 Message Formts 7 3.0 RBX GROUND EQUIPMENT 10 3.1 Transmission Control 10 3.2 System Clock 10 3.3 Modulator/Transmitter 12 3.4 htenna System 12 3.5 Receiver 12 3.6 Interrogation Signal Processing 14 3.7 RBX Processor 14 3.7.1 Sensitivity Level Selection 14 3.7.2 ATC Communication Data Link Interface 16 3.7.3 ATC Remote Control Interface 17 3.8 Performance Monitoring 17 4.0 RBX PERFOMCE 18 4.1 Link Reliability 18 4.1.1 Link Power Budget 18 4.1.2 RBX Antenna Lobing 18 4.1.3 Aircraft Antenna Fading 18 4.1.4 Interference Effects 22 4.1.5 Net Link Reliability 25 .> REFERENCES 26 . iii —. ILLUSTRATIONS 1 Relationship of RBX to Elements of BCAS and ARTS 2 Sequence of Events and Information Transfer between RBX and BCAS 3 RBX Link Formats a 4 RBX Functional Block Diagram 11 5 Example of an RBX Front End 13 6 Side View of RBX Coverage Volume 15 7 Vertical Lobing..” .,:- 20 a Aircraft Antenna Summry Statistics 21 9 Probability of RBX 3-pulse Detection of a 24 Single BCAS Interrogation in the Presence of Noise Alone and Noise Plus Interference.
    [Show full text]
  • Federal Communications Commission § 80.108
    Federal Communications Commission § 80.108 once every 15 minutes during radio- § 80.104 Identification of radar trans- telephone communications. missions not authorized. (f) VHF public coast stations licensed This section applies to all maritime to serve a predetermined geographic radar transmitters except radar beacon service area are not required to provide stations. station identification under this sec- (a) Radar transmitters must not tion. A site-based VHF public coast transmit station identification. station may identify by means of the (b) [Reserved] approximate geographic location of the OPERATING PROCEDURES—LAND station or the area it serves when it is STATIONS the only VHF public coast station serv- ing the location or there will be no § 80.105 General obligations of coast conflict with the identification of any stations. other station. Each coast station or marine-utility [51 FR 31213, Sept. 2, 1986, as amended at 52 station must acknowledge and receive FR 35244, Sept. 18, 1987; 68 FR 46961, Aug. 7, all calls directed to it by ship or air- 2003; 69 FR 64671, Nov. 8, 2004] craft stations. Such stations are per- mitted to transmit safety communica- § 80.103 Digital selective calling (DSC) tion to any ship or aircraft station. operating procedures. VHF (156–162 MHz) and AMTS (216–220 (a) Operating procedures for the use MHz) public coast stations may provide fixed or hybrid services on a co-pri- of DSC equipment in the maritime mo- mary basis with mobile operations. bile service are as contained in ITU–R M.541–9 (incorporated by reference, see [65 FR 77824, Dec.
    [Show full text]
  • Federal Communications Commission § 80.108
    Federal Communications Commission § 80.108 once every 15 minutes during radio- § 80.104 Identification of radar trans- telephone communications. missions not authorized. (f) VHF public coast stations licensed This section applies to all maritime to serve a predetermined geographic radar transmitters except radar beacon service area are not required to provide stations. station identification under this sec- (a) Radar transmitters must not tion. A site-based VHF public coast transmit station identification. station may identify by means of the (b) [Reserved] approximate geographic location of the OPERATING PROCEDURES—LAND station or the area it serves when it is STATIONS the only VHF public coast station serv- ing the location or there will be no § 80.105 General obligations of coast conflict with the identification of any stations. other station. Each coast station or marine-utility [51 FR 31213, Sept. 2, 1986, as amended at 52 station must acknowledge and receive FR 35244, Sept. 18, 1987; 68 FR 46961, Aug. 7, all calls directed to it by ship or air- 2003; 69 FR 64671, Nov. 8, 2004] craft stations. Such stations are per- mitted to transmit safety communica- § 80.103 Digital selective calling (DSC) tion to any ship or aircraft station. operating procedures. VHF (156–162 MHz) and AMTS (216–220 (a) Operating procedures for the use MHz) public coast stations may provide fixed or hybrid services on a co-pri- of DSC equipment in the maritime mo- mary basis with mobile operations. bile service are as contained in ITU–R M.541–9 (incorporated by reference, see [65 FR 77824, Dec.
    [Show full text]
  • ARTICLE 1 Terms and Definitions
    CHAPTER I Terminology and technical characteristics RR1-1 ARTICLE 1 Terms and definitions Introduction 1.1 For the purposes of these Regulations, the following terms shall have the meanings defined below. These terms and definitions do not, however, necessarily apply for other purposes. Definitions identical to those contained in the Annex to the Constitution or the Annex to the Convention of the International Telecommunication Union (Geneva, 1992) are marked “(CS)” or “(CV)” respectively. NOTE – If, in the text of a definition below, a term is printed in italics, this means that the term itself is defined in this Article. Section I – General terms 1.2 administration: Any governmental department or service responsible for discharging the obligations undertaken in the Constitution of the International Telecommunication Union, in the Convention of the International Telecommunication Union and in the Administrative Regulations (CS 1002). 1.3 telecommunication: Any transmission, emission or reception of signs, signals, writings, images and sounds or intelligence of any nature by wire, radio, optical or other electromagnetic systems (CS). 1.4 radio: A general term applied to the use of radio waves. 1.5 radio waves or hertzian waves: Electromagnetic waves of frequencies arbitrarily lower than 3 000 GHz, propagated in space without artificial guide. 1.6 radiocommunication: Telecommunication by means of radio waves (CS) (CV). 1.7 terrestrial radiocommunication: Any radiocommunication other than space radiocommunication or radio astronomy. 1.8 space radiocommunication: Any radiocommunication involving the use of one or more space stations or the use of one or more reflecting satellites or other objects in space. 1.9 radiodetermination: The determination of the position, velocity and/or other characteristics of an object, or the obtaining of information relating to these parameters, by means of the propagation properties of radio waves.
    [Show full text]
  • Research on Navigation Guarantee Measures of Modified Dan'gan
    World Maritime University The Maritime Commons: Digital Repository of the World Maritime University Maritime Safety & Environment Management Dissertations Maritime Safety & Environment Management 8-28-2016 Research on navigation guarantee measures of modified Dan’gan waterway routeing system Peng Chang Follow this and additional works at: https://commons.wmu.se/msem_dissertations Part of the Other Operations Research, Systems Engineering and Industrial Engineering Commons, and the Risk Analysis Commons This Dissertation is brought to you courtesy of Maritime Commons. Open Access items may be downloaded for non-commercial, fair use academic purposes. No items may be hosted on another server or web site without express written permission from the World Maritime University. For more information, please contact [email protected]. 你 WORLD MARITIME UNIVERSITY Dalian, China RESEARCH ON NAVIGATION GUARANTEE MEASURES OF MODIFIED DAN’GAN WATERWAY ROUTEING SYSTEM By CHANG PENG The People’s Republic of China A research paper submitted to the World Maritime University in partial Fulfillment of the requirements for the award of the degree of MASTER OF SCIENCE IN MARITIME SAFETY AND ENVIRONMENTAL MANAGEMENT 2016 © Copyright CHANG PENG, 2016 DECLARATION I certify that all the material in this research paper that is not my own work has been identified, and that no material is included for which a degree has previously been conferred on me. The contents of this research paper reflect my own personal views, and are not necessarily endorsed by the University Signature: Chang Peng Date: August 5, 2016 Supervisor: Wu Zhaolin Professor, Dalian Maritime University Assessor: Co-assessor: i ACKNOWLEDGEMENTS I would like to express my sincere appreciation to Navigation Guarantee Center of South China Sea for offering me this opportunity to study in DMU.
    [Show full text]
  • !E3 (2£)CH3 0 © P°1 Radar Beacon Transponders Provide Possible Solution
    BETTER BALLOON TRACKING: Radar Beacon Transponders Provide Possible Solution The Federal Aviation Agency’s recently announced E plans that include adoption of the radar beacon system "c3 as the backbone of its in-flight air traffic control in the U.S. may provide the means for better tracking of balloons as well. As part of its program to increase the safety of scientific balloon operations, the National Center for Atmospheric Research during the next seve­ ral months will make a number of flight tests with a balloon-borne beacon transponder to investigate the effectiveness of the radar beacon system for ballooning. TO USE COMMERCIAL UNIT The transponder to be used in NCAR’s tests is the General Aviation Transponder (GAT), a ten-pound unit developed by the Wilcox Electric Co. and the TD> KJ Hazeltine Corp. under FAA sponsorship. The unit will lie repackaged in a pressure vessel to permit operation at balloon altitudes. Secondary Surveillance Radar is the name used for the air traffic control radar beacon system. If the NCAR tests demonstrate the feasibility of using the system in balloon tracking, the FAA will then have its own !E 3 balloon tracking capability. In terms of accuracy, lag time, and range of coverage, this capability contrasts □ L sharply with the limitations of present methods of track­ ing balloons with radio direction finding equipment, (2£)CH 3 E or, very rarely, with primary radar. la 0 © P°1 RADIO DIRECTION FINDING METHODS Most balloon tracking is done by aircraft equipped with direction finding equipment. In this system, the tracking airplane flies below the balloon, circles, and NATIONAL CENTER FOR obtains null signals from a transmitter carried by the ATMOSPHERIC RESEARCH balloon.
    [Show full text]
  • Racon and AIS Review November 2018
    Hornsea Project Three Offshore Wind Farm Hornsea Project Three Offshore Wind Farm Appendix 13 to Deadline I Submission – Racon and AIS Review J6A Platform Technical Note Date: 7th November 2018 Racon and AIS Review November 2018 Document Control Document Properties Organisation Ørsted Hornsea Project Three RPS and Anatec Author Checked by Karma Leyland Approved by Andrew Guyton Appendix 13 to Deadline I Submission – Racon and AIS Review Title J6A Platform Technical Note PINS Document n/a Number Version History Date Version Status Description / Changes 07/11/2018 A Final Submission at Deadline I (7th Nov 2018) Ørsted 5 Howick Place, London, SW1P 1WG © Ørsted Power (UK) Ltd, 2018. All rights reserved Front cover picture: Kite surfer near a UK offshore wind farm © Ørsted Hornsea Project Three (UK) Ltd., 2018. 1 Racon and AIS Review November 2018 Table of Contents 1. Introduction ................................................................................................................................................. 1 2. Overview of the technical assessment on the Racon and AIS hardware on the J6A platform .................... 2 3. Location of J6A & Hornsea Three ............................................................................................................... 2 Overview ......................................................................................................................................................... 2 Traffic Overview .............................................................................................................................................
    [Show full text]
  • NI\S/\ National Aeronautics and Space Administration 111111111111111111111111111111111111111111111 NF00811 NASA Technical Memorandum 85951
    NASA Technical Memorandum 85951 NASA-TM-85951 19840016498 Development and Flight Test of a Helicopter Compact, Portable, Precision Landing System Concept George R. Clary, John S. Bull, Thomas J. Davis, John P. Chisholm April 1984 . I'; 1 LANGLEY RESEARCH LIBRARY, NASA NI\S/\ National Aeronautics and Space Administration 111111111111111111111111111111111111111111111 NF00811 NASA Technical Memorandum 85951 Development and Flight Test of a Helicopter Compact, Portable, Precision Landing System Concept George R. Clary John S. Bull Thomas J. Davis, Aeronautics and Flight Systems Directorate, Ames Research Center, Moffett Field, California John P. Chisholm, Sierra Nevada Corporation, Reno, Nevada NI\S/\ National Aeronautics and Space Administration Ames Research Center Moffett Field, California 94035 59-1 DEVELOPMENT AND FLIGHT TEST OF A HELICOPTER COMPACT, PORTABLE, PRECISION LANDING SYSTEM CONCEPT George R. Clary, John S. Bull, and Thomas J. Davis . NASA Ames Research Center Moffett Field, CA 94035 John P. Chisholm Sierra Nevada Corporation Reno, Nevada SUMMARY A novel, airborne, radar-based, precision approach concept is being developed and flight tested as a part of NASA's Rotorcraft All-Weather Operations Research Program. A transponder-based beacon landing system (BLS) applying state-of-the-art X-band radar technology and digital processing techniques, has been built and is being flight tested to demonstrate the concept feasibility. The BLS airborne hardware consists of an add-on mic roprocessor, install ed in conjuncti on with the aircraft weather/mappi ng radar, whi ch ana lyzes the radar beacon receiver returns and determines range, localizer deviation, and glide-slope deviation. The ground station is an inexpensive, portable unit which can be quickly deployed at a landing site.
    [Show full text]
  • Assessing Wide Area Multilateration and ADS-B As Alternative Surveillance Technology
    Assessing Wide Area Multilateration and ADS-B as Alternative Surveillance Technology Anastasios C. Daskalakis and Patrick J. Martone US DOT Volpe Center, Cambridge, MA, 02142 Charles M. Buntin Federal Aviation Administration, Washington, D.C., 20591 Abstract The Helicopter In-Flight Tracking System (HITS) program evaluated both Wide Area Multilateration (WAM) and Automatic Dependent Surveillance – Broadcast (ADS-B) as alternative surveillance technologies for both the terminal and en route domains in the Gulf of Mexico against the FAA’s secondary radar. From 2001 to 2003, a network of ground stations, provided by the Sensis Corporation, was implemented to provide and demonstrate terminal services at Intracoastal City, LA. Flight tests were conducted using aircraft from both NASA Ames Research Center and the FAA Technical Center evaluating the performance of WAM and ADS-B against FAA secondary radar. In 2004, a network of ground stations were implemented from Galveston, TX to Pinellas Park, FL as well as the deep waters of the Gulf of Mexico to demonstrate seamless high altitude surveillance coverage within the US Flight Information Region (FIR) for aircraft at FL 280 and above using ADS-B. WAM for high altitude aircraft in the en route area was demonstrated for areas that had coverage from three or more ground stations. The flight tests were completed in March 2004. Finally, a proof of concept activity was conducted at the FAA Technical Center demonstrating the ability to process and display ADS-B targets on the Host Computer System. This proof of concept demonstrated the capability to convert Asterix Cat 10 surveillance data from both ADS-B and WAM derived targets to existing Common Digitizer –2 data format to interface with the Host Computer System, the automation platform currently utilized at Houston Center.
    [Show full text]
  • Methods for Universal Beacon Code Assignment
    METHODS FOR UNIVERSAL BEACON CODE ASSIGNMENT by Vivek Kumar A Dissertation Submitted to the Graduate Faculty of George Mason University in Partial Fulfillment of The Requirements for the Degree of Doctor of Philosophy Systems Engineering and Operations Research Methods for Universal Beacon Code Assignment A dissertation submitted in partial fulfillment of the requirements for the degree of Doctor of Philosophy at George Mason University By Vivek Kumar Master of Science in Operations Research George Mason University, USA, 2007 Bachelor of Technology in Information Technology Indian Institute of Information Technology, India, 2005 Director: Lance Sherry, Professor Systems Engineering and Operations Research Summer Semester 2011 George Mason University Fairfax, VA Copyright: 2011 Vivek Kumar All Rights Reserved ii Dedication This is dedicated to my late grandfathers Dwarka Das Agarwal and Jagdish Prasad Agarwal, and also to my late uncle Sanjay Agarwal. iii Acknowledgements This dissertation would not have been possible without the help of my friends, family, faculty, and colleagues. First, I wish to acknowledge the role of my advisor, Dr. Lance Sherry, who patiently supported and steered me over the course of this dissertation. He helped me gain invaluable technical insight into the problem through his knowledge of the domain. Also, his persistent encouragement helped me to remain focused on my work. Dr. George Donohue, an internationally renowned expert in the field of air transportation research, provided philosophical and technical guidance on the design, implementation, and most importantly presentation of the results of this research. Dr. Alexander Brodsky’s knowledge of optimization theory and his database expertise proved very helpful in formulating and proof-reading the optimization model formulations.
    [Show full text]