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Electronic Aids

To Air Traffic Management

By Zulfiqar Mirani

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No Body Goes Up In The Air

UnlessWe Keep the Feet On The Ground

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Communication

Navigation Surveillance

Electronic Aids

To Air Traffic Management

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Review of Conventional CNS aids

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Communication

Aeronautical Fixed Servicesinclude Point- to-Point HF, FM, Hotlines, Telex and AMSS(Aeronautical Message Switching System).The purpose is to exchange aeronautical messages such as flightplans, weather, notam, status of cns aids, changes in procedures

etc.

Aeronautical Mobile ServicesVHF, UHF, HF and extended VHF links are used in Air-Ground

communication

For Ground-To-Ground communication VHF links are being used

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Navigation

Non Directional Beacon

VHF Omni-directional Radio Range

Distance Measuring Equipment Instrument Landing System

Visual Aids

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NAVIGATION: Non Directional Beacon

NDB is used with Direction Finding Equipment toassist the pilot in locating ATC (Air TrafficControl) key points on the ground.

It provides the pilot bearing of the beacon withrespect to aircrafts own heading.

It works in Low and Medium Frequency Bandranging from 200 -525 Khz.

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NAVIGATION:VHF Omni-directional Radio Range

It provides Azimuth, Course and TO-FROMinformation to the aircraft.

Bearing of the VOR transmitter is provided withrespect to magnetic north.

It operates in frequency band ranging from 108

118 MHz

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NAVIGATION:Distance Measuring Equipment

It provides direct (or slant) distance informationbetween an aircraft and a ground location

It operates in the frequency band from926 12 13 MHz

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NAVIGATION:Instrument Landing System

ILS is composed of three sub-systems

I. LOCALIZER, which provides runway central

line informationII. GLIDE SLOPE, which provides safe glide angle

with respect to touch down point on therunway

III. MARKER BEACONS, are used to provide fixeddistance information from the runwaythreshold.

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NAVIGATION: Visual Aids

RVR

PAPI

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SURVEILLANCE

Terminal (Primary Surveillance) Radar

provides range and bearing information of an

airborne object to ground Air Traffic Control

centre

En-route (Secondary Surveillance) Radar

provides identification and altitude information ofan aircraft to ground Air Traffic Control centre

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Future Navigation Systems

CommunicationVoice/Data links, Aeronautical Mobile Satellite system,

Mode-S Secondary Radar, Aeronautical TelecommunicationNetwork.

NavigationArea Navigation/Required Navigation Performance (RNP),

Global Navigation Satellite System (GNSS), MicrowaveLanding System.

SurveillanceAutomatic Dependance Surveillance (ADS), SecondarySurveillance Radar Mode A/C and Mode S.

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Future Environment

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Future Environment

CNS/ATMNS/ATM overviewverviewCommunication

Satellites (Satcom)Space

Air

Ground

Ground Network for

Data Communications

Satcom

Ground-based radios(VHF & HF) Transponder

NavigationSatellites (GNSS)

Airline Host Information Service ATC Center

DifferentialGNSSstation

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CNS/ATM - European Standards

Europe has been instrumental in the adoption of ATN standardsby ICAO in 1998 as part of the CNS/ATM-1 standards. Thispackage includes standards for the network aspects of ATNbut also for ATN applications. So far, the following end-userapplications have been standardised :

Controller-Pilot Data-link Communications (CPDLC)

Automatic Dependant Surveillance (ADS)

Aeronautical Terminal Information Service (ATIS)

Aeronautical Message Handling Service (AMHS) ATS Interfacilities Data Communications (AIDC).

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Implementation

The development of ATN technology

Ground systems, ATC manufacturers have alreadyproposed ATN routers and portable software, and haveinitiated the process of integration of data-link into their

ATCC products.

On the side ofairborne systems, Airbus Industry hasdeveloped a new set of equipment to support ATM data-linkon-board aircraft. ATS Units (ATSUs) and Data-link CockpitDisplay Units (DCDU) are already available.

Certified portable ATN software is also developed byEuropean and US companies which is available since 2000.

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Equipments for Enhanced Air Safety

Airborne Collision Avoidance System(ACAS)

Airborne Separation AssuranceSystem (ASAS)

Traffic Alert and Collision AvoidanceSystem

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ACAS

ACAS, which is an ICAO standard, isintended to improve safety by acting as alast resort tool for preventing collisions ornear collisions. This system, whichoperates independently of ground-basedequipment, provides advice to the pilot onpotential near collisions with aircraft that

are ICAO transponder equipped. Thecarriage and operation of the ACAS IIcompliant equipment TCAS II version 7.0is mandatory in Europe since 1 January2000 for all aircraft with more than 30passenger seats or more than 15,000 kg.

ICAO proposes a world-wide mandatorycarriage in 2003.

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ASAS

Fig: An example of CDTI enhancing traffic situational awareness

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Comparison of ASAS and ACAS

ACAS and ASAS have two different operational goals.

ACAS only deals with airborne collision avoidance whileASAS deals with the provision of aircraft separation. Itmeans that ACAS advisories are rare events that arestressful for pilots, whereas ASAS procedures will becomestandard procedures used every day by both pilots and ATCcontrollers.

ACAS is a back-up system that should remain asindependent as possible to continue providing its additionallevel of safety. As far as ASAS will be used as a primarymeans of separation assurance, the airborne system willbecome a critical element of the ATM system.

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Traffic Alert and Collision Avoidance System (TCAS)

TCAS (Traffic Alert and Collision Avoidance System)equipment is, Currently, the only available implementationof an ACAS.

The existing TCAS II version 6.04A does not comply fully withACAS II SARPs (Standards And Recommended Practices).

However, the MOPS (Minimum Operational PerformanceStandards) for the forthcoming version, TCAS II version

7.0, will be ACAS II SARPs compliant.

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Display of the RITA (Replay Interface for TCAS Alerts) training tool.

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Thank You