Communication
Navigation
Surveillance/
Air Traffic Management
Communication
Communication
Navigation
Navigation
Surveillance/
Surveillance/
Air Traffic Management
Air Traffic Management
By
By ZulfiqarZulfiqar MiraniMirani
Senior Electronics Engineer
Senior Electronics Engineer
School of Electronics Engineering
School of Electronics Engineering
Civil Aviation Training Institute, Hyderabad
Civil Aviation Training Institute, Hyderabad
Monday;
Brief History & Introduction
Brief History & Introduction
Brief History & Introduction
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CNS/ATM
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FANS (Future Air Navigation System)
FANS (Future Air Navigation System)
ICAO Council established, in 1983 1983 , the Special Committee on ,
Future Air Navigation Systems (FANS) to study, identify and assess new technologies, including satellite technology, and to make recommendations for the future development of
navigation systems for civil aviation.
Shortcomings into the then air navigation system
Shortcomings into the then air navigation system
4 The propagation limitations of the line-of-sight systems;
4 The difficulty of implementing CNS systems and of operating
them in a consistent manner in large parts of the world;
4 The limitations of voice communication; and
4 The lack of digital air-ground data interchange systems to
support modern aeronautical systems.
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FANS-II
FANS
FANS
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II
II
FANS committee submitted its report in May 1988May 1988 and
suggested comprehensive Communication, Navigation and Surveillance system for Air Traffic Management based on utilizing latest technologies.
FANS-II Special Committee was established, in 1989, to develop established, in 1989
international standards for air navigation and air traffic management.
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Tasks of FANS-II
Tasks of FANS
Tasks of FANS
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II
II
1. To identify and make recommendations for acceptable
institutional arrangements;
2. To develop a global coordinated plan;
3. To monitor the nature and direction of research and development programmes, trials and demonstrations in CNS and ATM;
4. To develop policy guidelines for the evolution of ATM; and
5. To prepare the necessary documentation to support the
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CNS/ATM
CNS/ATM
CNS/ATM
The concept of CNS/ATMCNS/ATM was adopted at the 10th Air
Navigation Meeting held in September 1991 at Montreal, Canada. Accordingly a new committee, known as FANS IIFANS II
Special Committee, was set up by the ICAO to develop international standards of air navigation.
CNS/ATM involves three major functions
4 Communication; 4 Navigation; and 4 Surveillance.
The concept is a mix of the best use of satellite technology and satellite technology the line
the line--ofof--sight systems to achieve the desired goal of sight systems
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Benefits of CNS/ATM
Benefits of CNS/ATM
Benefits of CNS/ATM
4 Improve communications performance; 4 Improve navigation performance;
4 Provide visual situational awareness for the controller; 4 Provide real-time conformance monitoring;
4 Reduce human input errors;
4 Reduced Separation Between Aircraft; 4 Provide more efficient route changes;
4 Have no altitude loss when crossing tracks; and 4 Have more direct routings.
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Transition to CNS/ATM
Transition to CNS/ATM
Transition to CNS/ATM
Transition to the new system will be one of the
largest undertaking ever carried out by the aviation
community.
Major elements of change
4
from ground-based to satellite based systems;
4
from limited coverage to global coverage; and
4
from analog to digital (data) communication.
There will be a great change in the pilot-controller
interaction.
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Technology
Technology
Technology
Key technologies involved in CNS/ATM are:
4 Satellite Communication, Navigation and Surveillance; and 4 Data Communication
Air-Ground Communication
4 VHF or HF voice link
4 Data link via SATCOM, VDL, HFDL, or Mode-S
Satellite Navigation
4 GPS (Global Positioning System)
4 GLONASS (Global Navigation Satellite System)
ADS (Automatic Dependence Surveillance) CDTI (Cockpit Display of Traffic Information) FMCS (Flight Management Computer System) ATN (Aeronautical Telecommunication Network)
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Application of IT in CNS/ATM
Application of IT in CNS/ATM
Application of IT in CNS/ATM
Information Technology deals matters concerned with computer science and technology, design, development, installation and implementation of information systems and applications
IT is involved in all the three components of CNS/ATM; that is Communication, Navigation and Surveillance.
IT makes the future ATC/ATM systems and Voice/Data
communication networks work efficiently at enormously high speeds.
Other advantages of IT based CNS/ATM systems include Reliability, Flexibility, Multi Facility Integration, Expanded Operation, User convenience, Security (of information).
Air Traffic Management
Air Traffic Management
Air Traffic Management
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Air Traffic Management
Air Traffic Management
Air Traffic Management
Goals : ATM systems4 Offer users maximum flexibility and efficiency in airspace utilization,
taking into account their operational and economic needs;
4 Provide the flexibility to cater for different levels of aircraft equipage,
and allow sharing of airspace by different categories of users;
4 Allow for the implementation of ATM at varying levels of
sophistication, to provide services tailored to the needs of particular regions;
4 Provide for transitions across airspace boundaries to be transparent
to airspace users ; and
4 Ensure that present levels of safety are maintained or improved
upon, both in the final mature ATM system, and during the transition period.
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Elements of ATM
Elements of ATM
Elements of ATM
4
Air Space Management (ASM)
4
Flight Operations (ATM related aspects)
4
Air Traffic Services (ATS)
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Air Space Management
Air Space Management
Air Space Management
ASM is recognized as dynamic sharing of airspace by
civil and military users.
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Flight Operations
Flight Operations
Flight Operations
The ATM-related aspects of flight operations are an
integral part of ATM in CNS/ATM systems.
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Air Traffic Services
Air Traffic Services
Air Traffic Services
ATS is the prime element of ATM
ATS Sub-elements are
4
the Alerting Services;
4
Flight Information Service (FIS); and
4
Air Traffic Control.
The
main objectives of ATC
services are
to prevent
collisions
between aircrafts and between aircraft and
obstructions on the maneuvering area and
to
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Air Traffic Flow Management
Air Traffic Flow Management
Air Traffic Flow Management
The objective of ATFM is to ensure an optimum flow of air traffic. ATFM should reduce delays to aircraft both in flight and on the ground and prevent system overload.
ATFM assists ATC in meeting its objectives and achieving the most efficient utilization of available airspace and airport
capacity .
ATFM is to ensure that safety is not compromised by the
development of unacceptable levels of traffic congestion and traffic is managed efficiently without unnecessary flow of
Communication
Communication
Communication
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Communication
Communication
Communication
The communication element of CNS/ATM system
provides for the exchange of aeronautical data and
messages between aeronautical users and/or
automated systems.
Communication systems are used in support of
navigation and surveillance functions.
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Categories Of Aeronautical Communications
Categories Of Aeronautical Communications
Categories Of Aeronautical Communications
Safety-related communications, requiring high integrity and rapid response such as
4 Communications carried out among ATS units, between ATS and an aircraft for ATC, flight information and alerting 4 Aeronautical Operational Control (AOC) communication
carried out by aircraft operators for matters related to safety, regularity and efficiency of flights.
Non-safety related communications such as
4 Aeronautical administrative communications carried out by aeronautical personnel and/or organizations on
administrative and private matters
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Air-Ground Communications
Air
Air
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Ground Communications
Ground Communications
Most of the routine communications in the en-route
phase of flight will be via
data interchange
.
Data transfers will also take place between
automated airborne and ground systems without the
need for manual intervention.
A special communication arrangement between
controller and pilot is introduced that is named as
Controller-Pilot Digital Link Communication
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Data Link: Definition and main objectives
Data Link: Definition and main objectives
Data Link: Definition and main objectives
Data link is a generic term for a communications
technique, which enables the
exchange of digitized
information
between end-users (sources and/or
consumers of information).
Data link has many different
forms
( for example;
Air-Ground, Air-Air, Ground-Ground ),
protocols,
applications ( addressable, broadcast ), and utilizes a
number of communications
media
( such as VHF, HF,
Satellite, Mode S ).
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Controller Pilot Data Link Communications (CPDLC)
Controller Pilot Data Link Communications (CPDLC)
Controller Pilot Data Link Communications (CPDLC)
CPDLC will be part of the Aeronautical Data Link system and provide an additional digital communications channel to
supplement the voice frequencies.
Multiple controllers will have the capability to send Data Link messages from any given sector to any or all Data Link
equipped aircraft in that sector, and transmissions will take place simultaneously over multiple media.
A defined set of (pre-formatted) message elements is used, that correspond to existing phraseology employed by current ATC procedures.
A ‘free text’ capability is also provided to exchange information not conforming to defined formats.
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Radio Links
Radio Links
Radio Links
Transmission of air-ground messages is carried out over one of the following radio links:
4 Aeronautical Mobile Satellite Service (AMSS) – a new standard introduced in CNS/ATM
4 VHF (analog) – traditional communication link 4 HF (analog) - traditional communication link
4 VHF digital link (VDL) – a new standard introduced in CNS/ATM
4 SSR Mode-S data link – a new standard introduced in CNS/ATM
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VHF Digital Link (VDL)
VHF Digital Link (VDL)
VHF Digital Link (VDL)
VHF Digital Link (VDL) is a constituent mobile sub-network
of the aeronautical telecommunication network (ATN),
operating in the aeronautical mobile VHF frequency band.
Modes of VDL
Modes of VDL
4
VDL Mode-2
4
VDL Mode-4
It is assumed that only VDL Mode 4 appears to meet all
the broad requirements defined (so far) in various
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HF Data Link System
HF Data Link System
HF Data Link System
The HFDL service allows aircraft to send and receive
packet data via a network of HFDL ground stations.
HFDL can provide very significant improvements over
current HF Voice Communications in terms of system
availability, system capacity, ease of use, and information
integrity.
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Mode-S Data Link
Mode
Mode
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S Data Link
S Data Link
Mode S is a type of secondary radar that can be used to exchange longer and more varied data.
Mode S transmissions between the station and the transponder use 56 or 112 bit formats called frames.
There are 24 formats. First five bits in each format define the Uplink Format No.
There are two types of Mode S data link 4 Specific
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Mode-S : Interoperable data link
Mode
Mode
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S : Interoperable data link
S : Interoperable data link
The interoperable data link was designed to allow ground-to-aircraft exchanges using Mode S as a packet switching data transmission network.
The messages (data packets) transmitted are then cut into pieces and distributed around the data fields in the frames,
which are sent from the station to the transponder (or vice-versa) where the data fields are extracted and reconstituted a little
further on at the exit from the Mode S " world ", for routing to the addressee.
The interoperable services will enable the integration of Mode S sub-networks in the Aeronautical Telecommunication Network (A.T.N.). It can, truly, be used as a data communication link CPDLC.
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Mode-S : Specific data link
Mode
Mode
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S : Specific data link
S : Specific data link
The specific data link is more closely linked to the Mode S surveillance system. In particular there is a highly optimized "aircraft data collection" protocol using the COMM-B frames.
It is based on the following principle : in the transponder, there is a series of 256 buffers of 56 bits each, in which information
concerning the flight and aircraft status are stored and permanently refreshed. Each buffer, identified by an order
number, contains data of a precise nature formatted according to a predetermined code.
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ATN (Aeronautical Telecommunication Network)
ATN (Aeronautical Telecommunication Network)
ATN (Aeronautical Telecommunication Network)
ATN allows ground, air-ground and avionics data
sub-networks to inter-operate for the specified aeronautical
applications.
All the afore-mentioned data links are ATN-compatible and
therefore constitute ATN sub-networks.
In ATN environment, sub-networks are connected to other
sub-networks through ATN routers, which select the best
route for transmission of each data message. As such, the
choice of the air-ground data link is often transparent to
the end-user.
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Ground-Ground Communications
Ground
Ground
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Ground Communications
Ground Communications
Communications between and within ATS units may be by
AFTN, Voice, or ATS Inter-facility Data Communications
(AIDC).
The use of AIDC significantly reduces the need for voice
coordination.
The AIDC message sets and procedures are designed for
use over any ground-to-ground circuit, including the AFTN
and ATN.
Short Break
Short Break
Navigation
Navigation
Navigation
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Navigation
Navigation
Navigation
Since the 1980s, aircraft systems have evolved towards
the use of satellite navigation.
Navigation satellites or Global Navigation Satellite System
as named by ICAO SARPs are alternative to NDB, VOR
and ILS
provided they meet the required standard.
The major technological change in navigation will be the
progressive adoption of GNSS.
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GNSS (Global Navigation Satellite System)
GNSS (Global Navigation Satellite System)
GNSS (Global Navigation Satellite System)
Currently, GNSS
requires augmentation
systems to
monitor signal reliability and enhance accuracy to make
them suitable for civilian use.
The augmentation systems are currently being developed.
Navigation satellite is being used today for en-route
navigation, but it also assists in landing an aircraft only in
good weather conditions, so called non-precision
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GPS (Global Positioning System)]
GPS (Global Positioning System)]
GPS (Global Positioning System)]
GPS] was developed by the United States Department of
Defense for position fix coordination of the inertial
navigation systems (INS) on board military aircraft and
cruise missiles.
At present GPS is far
more accurate than NDB/ADF or
more accurate than NDB/ADF or
VOR
VOR
and certainly more accurate than necessary for VFR
flight.
Commercial airliners and military aircraft have already
demonstrated fully automatic instrument approach and
landing under Category 3B conditions
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GLONASS
GLONASS
GLONASS
GLONASS is a Soviet space-based navigation system
comparable to the US GPS system.
The operational system contains 21 satellites in 3 orbital
planes, with 3 on-orbit spares.
GLONASS provides 100 meters accuracy with its C/A
(deliberately degraded) signals and 10-20 meter accuracy
with its P (military) signals.
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Augmentation Systems
Augmentation Systems
Augmentation Systems
4
Ground based augmentation systems
4
Satellite based augmentation systems
4
Aircraft based augmentation systems
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Ground based augmentation systems
Ground based augmentation systems
Ground based augmentation systems
4
LAAS (Local Area Augmentation System)
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Satellite based augmentation systems
Satellite based augmentation systems
Satellite based augmentation systems
4
WAAS (Wide Area Augmentation System )
4
EGNOS (European Geostationary Navigation Overlay
Service)
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Aircraft-Based Augmentation System
Aircraft
Aircraft
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Based Augmentation System
Based Augmentation System
Aircraft-based augmentation system (ABAS - ICAO
definition) augments and/or integrates the information
obtained from the GNSS elements with other information
available on board the aircraft.
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GNSS-II (The next generation GNSS)
GNSS
GNSS
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II (The next generation GNSS)
II (The next generation GNSS)
meets the needs of the most demanding civil users
would lead to a sufficiently accurate,
redundant and
independent system
for use as the sole means of
4
positioning
4
timing
4
Navigation
allow its use as a sole means of navigation for the
Category 3B precision approach – which
allows
landings in conditions of almost zero visibility
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Geo-coordinate standard
Geo
Geo
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-
coordinate standard
coordinate standard
ICAO has mandated the use of WGS 84WGS 84 as the common
geodetic reference system for civil aviation with an applicability from 1 January 1998.
The World Geodetic System 1984World Geodetic System 1984 (WGS84) is the geodetic reference system used by GPS.
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RNP (Required Navigation Performance)
RNP (Required Navigation Performance)
RNP (Required Navigation Performance)
RNP is intended to characterize an airspace through a statement of the navigation performance accuracy (RNP type) to be
achieved within the airspace.
The RNP type is based on a navigation performance accuracy navigation performance accuracy value
value that is expected to be achieved at least 95 per cent of the time by the population of aircraft operating within the airspace. Under this concept aircraft will be certified or approved as
meeting a certain RNP type.
Air Traffic Service providers will designate certain routes or airspace as specific RNP routes or airspace.
Surveillance
Surveillance
Surveillance
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Surveillance
Surveillance
Surveillance
4
Independent Surveillance (IS)
4
Co-operative Independent Surveillance (CIS)
4Automatic Dependent Surveillance (ADS)
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Automatic Dependent Surveillance
Automatic Dependent Surveillance
Automatic Dependent Surveillance
4
ADS-B (Automatic Dependent Surveillance-Broadcast)
4ADS-C (Automatic Dependent Surveillance-Contract)
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Traffic Information Service - Broadcast
Traffic Information Service
Traffic Information Service
-
-
Broadcast
Broadcast
TIS-B is a surveillance technique that broadcasts
surveillance information from the ground
for suitably
equipped air or ground-based mobiles or Objects of
Interest (mobile: an aircraft in the air or on the ground, or a
surface vehicle equipped to receive TIS-B)
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Airborne Collision Avoidance Systems (ACAS).
Airborne Collision Avoidance Systems (ACAS).
Airborne Collision Avoidance Systems (ACAS).
ACAS issue two types of alert:
i) Traffic Advisories (TAs), which aim at helping the pilot in the
visual search for the intruder aircraft, and by alerting him to be ready for a potential resolution advisory.
ii) Resolution Advisories (RAs), which are avoidance
manoeuvres recommended to the pilot. When the intruder aircraft is also fitted with an ACAS system, both ACAS’ co-ordinate their RAs through the Mode S data link, in order to select complementary resolution senses.
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Airborne Systems
Airborne Systems
Airborne Systems
4 Cockpit Display of Traffic Information (CDTI)
4 FMCS (Flight Management Computer System)
4 Multi-Mode Receiver (MMR)
4 Collision Avoidance Systems:
ACAS (Airborne Collision Avoidance System)
TCAS (Traffic Alert and Collision Avoidance System)
4 Automatic Dependant Surveillance 4 Airline Operational Control Datalink 4 Air Traffic Control (ATC) Datalink
4 GNSS or Global Positioning System Receiver 4 Required Navigational Performance
CONCLUSION
CONCLUSION
CONCLUSION
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Communication
Communication
Communication
a) Voice Air-Ground Communications: VHF, UHF, Direct HF, Indirect HF and SATVOICE (SATVOICE is a satellite telephone system that is available on suitably equipped aircraft through the
Inmarsat Geostationary Satellite Network)
b) Data Link Air-Ground Communications: Controller Pilot Data Link Communications (CPDLC) application via data link utilising Satellite, VDL, HFDL and Mode-S subnetworks
c) ATS Ground-Ground Communications: Voice communications; ATS Interfacility Data Communications (AIDC); and AFTN.
d) DSP (Data Link Service Providers} Internetworking.
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Navigation
Navigation
Navigation
The major technological changes in navigation are the
adoption of Global Navigation Satellite Systems (GNSS),
Area Navigation (RNAV) computers and databases.
The level of aircraft navigation capability required for
particular operations is expressed by Required Navigation
Performance (RNP) criteria.
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Pakistan
Pakistan
CNS/ATM
CNS/ATM
by:
by: z.miraniz.mirani
Surveillance
Surveillance
Surveillance
Surveillance information will be obtained by
4
Automatic Dependent Surveillance (ADS)
4
SSR Mode – S
Traditional surveillance means such as Radar (both
Primary and Mode A/C) will also be used.
Traffic information will also be broadcasted from
ground ATS centers via TIS-B.
Future Environment as foreseen by
AIRBUS industries
AIRBUS
CNS/ATM
CNS/ATM
overview
overview
Communication Satellites (Satcom)
Space
Air
Ground Ground Network for
Data Communications Satcom Ground-based radios (VHF & HF) Transponder Navigation Satellites (GNSS)
Airline Host Information Service ATC Center
Differential GNSS station