CNSATM Presentation For Air Traffic Control Officers

Communication
Navigation
Surveillance/
Air Traffic Management
By Zulfiqar Mirani
Senior Electronics Engineer
School of Electronics Engineering
Civil Aviation Training Institute, Hyderabad
Monday; 25 April 2005
Brief History & Introduction
CNS/ATM Brief History
FANS (Future Air Navigation System)
ICAO Council established, in 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
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.
by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

CNS/ATM FANS-II
FANS-II
FANS committee submitted its report in May 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 1989,1989 to develop

international standards for air navigation and air traffic
management.

CNS/ATM Tasks of FANS-II
FANS-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

expected ICAO Air Navigation Conference in 1991.

CNS/ATM CNS/ATM
The concept of CNS/ATM was adopted at the 10th Air

Navigation Meeting held in September 1991 at Montreal,
Canada. Accordingly a new committee, known as FANS 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

the line-of-sight systems to achieve the desired goal of
organized Air Traffic Management.
Management

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.

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.

CNS/ATM 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)
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
CNS/ATM Air Traffic Management
Goals : ATM systems
4 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.
CNS/ATM Elements of ATM
4 Air Space Management (ASM)

4 Flight Operations (ATM related aspects)
4 Air Traffic Services (ATS)
4 Air Traffic Flow Management (ATFM)

CNS/ATM Air Space Management
ASM is recognized as dynamic sharing of airspace by

civil and military users.

CNS/ATM Flight Operations
The ATM-related aspects of flight operations are an

integral part of ATM in CNS/ATM systems.

CNS/ATM 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
expedite and maintain an orderly flow of air traffic.
CNS/ATM 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
restrictions being applied.

Communication
CNS/ATM 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.

CNS/ATM 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
4 Aeronautical passenger communications.

CNS/ATM Air -Ground Communications
Air-Ground
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
abbreviated as CPDLC.

CNS/ATM 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 ).

CNS/ATM 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.

CNS/ATM 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
4 HF data link – a new standard introduced in CNS/ATM

CNS/ATM 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
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
operational forums.
CNS/ATM 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.

CNS/ATM Mode-S Data Link
Mode-S
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
4 Interoperable

CNS/ATM Mode-S : Interoperable data link
Mode-S
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.

CNS/ATM Mode-S : Specific data link
Mode-S
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.

CNS/ATM 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.

CNS/ATM Ground -Ground Communications
Ground-Ground
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
Navigation
CNS/ATM 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.

CNS/ATM 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
approaches and landings.

CNS/ATM 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

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

CNS/ATM 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.

CNS/ATM Augmentation Systems
4 Ground based augmentation systems

4 Satellite based augmentation systems
4 Aircraft based augmentation systems

CNS/ATM Ground based augmentation systems
4 LAAS (Local Area Augmentation System)

4 GBAS (Ground Based Augmentation System)

CNS/ATM Satellite based augmentation systems
4 WAAS (Wide Area Augmentation System )

4 EGNOS (European Geostationary Navigation Overlay
Service)
4 MSAS (Multi Satellite-based Augmentation System)

CNS/ATM Aircraft -Based Augmentation System
Aircraft-Based
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.

CNS/ATM GNSS-II (The next generation GNSS)
GNSS-II
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

CNS/ATM Geo -coordinate standard
Geo-coordinate
ICAO has mandated the use of WGS 84 as the common

geodetic reference system for civil aviation with an applicability
from 1 January 1998.
The World Geodetic System 1984 (WGS84) is the geodetic

reference system used by GPS.

CNS/ATM 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

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
CNS/ATM Surveillance
4 Independent Surveillance (IS)

4 Co-operative Independent Surveillance (CIS)
4 Automatic Dependent Surveillance (ADS)

CNS/ATM Automatic Dependent Surveillance
4 ADS-B (Automatic Dependent Surveillance-Broadcast)

4 ADS-C (Automatic Dependent Surveillance-Contract)

CNS/ATM Traffic Information Service - 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)

CNS/ATM 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.

CNS/ATM 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
4 Required Time of Arrival
CONCLUSION
CNS/ATM 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.
e) Aeronautical Telecommunication Network

CNS/ATM 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.

CNS/ATM 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
CNS/ATM overview
Communication Navigation
Satellites (Satcom) Satellites (GNSS)
Space
Air
Ground
Ground-based radios
Satcom (VHF & HF) Transponder
Ground Network for
Data Communications
Differential
GNSS
station
Airline Host Information Service ATC Center

FANS is no more a Future air navigation system
FLY FREE
This and other related information is also available at
4 http://geocities.com/zamsnet
4 http://geocities.com/zmirani
Please visit
4 http://caapakistan.com.pk
4 http://www.catipakistan.com.pk
4 http://geocities.com/catipakistan
4 http://geocities.com/caapakistan
Thank You
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Communication

FANS (Future Air Navigation System)

ICAO Council established, in 1983 , the Special Committee on

Shortcomings into the then air navigation system

4 The propagation limitations of the line-of-sight systems;

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

FANS committee submitted its report in May 1988 and

FANS-II Special Committee was established, in 1989,1989 to develop

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

1. To identify and make recommendations for acceptable

2. To develop a global coordinated plan;

3. To monitor the nature and direction of research and

4. To develop policy guidelines for the evolution of ATM; and

5. To prepare the necessary documentation to support the

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

The concept of CNS/ATM was adopted at the 10th Air

CNS/ATM involves three major functions

The concept is a mix of the best use of satellite technology and

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

4 Improve communications performance;

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

There will be a great change in the pilot-controller

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

ADS (Automatic Dependence Surveillance)

Information Technology deals matters concerned with computer

IT is involved in all the three components of CNS/ATM; that is

IT makes the future ATC/ATM systems and Voice/Data

Other advantages of IT based CNS/ATM systems include

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

Goals : ATM systems

4 Offer users maximum flexibility and efficiency in airspace utilization,

4 Provide the flexibility to cater for different levels of aircraft equipage,

4 Allow for the implementation of ATM at varying levels of

4 Provide for transitions across airspace boundaries to be transparent

4 Ensure that present levels of safety are maintained or improved

4 Air Space Management (ASM)

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

ASM is recognized as dynamic sharing of airspace by

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

The ATM-related aspects of flight operations are an

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

ATS is the prime element of ATM

ATS Sub-elements are

4 the Alerting Services;

The main objectives of ATC services are to prevent

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

ATFM assists ATC in meeting its objectives and achieving the

ATFM is to ensure that safety is not compromised by the

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

The communication element of CNS/ATM system

Communication systems are used in support of

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

4 Communications carried out among ATS units, between

Non-safety related communications such as

4 Aeronautical administrative communications carried out by

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

Most of the routine communications in the en-route

Data transfers will also take place between

A special communication arrangement between

by: z.mirani Civil Aviation Training Institute, Hyderabad-Pakistan

Data link is a generic term for a communications

Data link has many different forms ( for example; Air-