TABLE OF CONTENTS

1. PILOT REPORTS

2. VHF - DF

3. PRIMARY SURVEILLANCE RADAR

4. SECONDARY SURVEILLANCE RADAR

5. MULTILATERATION SURVEILLANCE RADAR

6. ADS – B/ADS - C
OBJECTIVE

APPECIATE THE EVOLUTION OF AIR

SURVEILLANCE SYSTEMS IN CIVIL AVIATION
PILOT POSITION REPORTS

POSITION REPORTS SHOULD INCLUDE THE

FOLLOWING ITEMS:
(A) IDENTIFICATION;
(B) POSITION;
(C) TIME;
(D) ALTITUDE OR FLIGHT LEVEL
(E) ETA AND NAME OF NEXT REPORTING
POINT;
(G) THE NAME ONLY OF THE NEXT
SUCCEEDING REPORTING POINT ALONG THE
ROUTE OF FLIGHT; AND
(H) PERTINENT REMARKS.
 VERY HIGH FREQUENCY DIRECTION FINDER
(VHF - DL)

THE TASK OF A RADIO DIRECTION FINDER IS TO

ESTIMATE THE DIRECTION OF AN EMITTER BY
MEASURING AND EVALUATING ELECTROMAGNETIC
FIELD PARAMETERS WHICH ARE:
TRANSVERSALITY, I.E. FIELD VECTORS ARE
PERPENDICULAR TO THE DIRECTION OF
PROPAGATION.
AS FROM 1943, WIDE-APERTURE CIRCULAR-ARRAY
DIRECTION FINDERS WERE BUILT FOR USE AS
REMOTE DIRECTION FINDERS.
SINCE THE 1950S, AIRPORTS ALL OVER THE WORLD
HAVE BEEN EQUIPPED WITH VHF/UHF DOPPLER
DIRECTION FINDING SYSTEMS FOR AIR TRAFFIC
CONTROL.

Film
RADAR

1. RADAR: [RADIO DETECTION AND RANGING] A

RADIO DETECTION DEVICE WHICH PROVIDES
INFORMATION ON RANGE AZIMUTH AND/OR
ELEVATION

2. THERE ARE TWO MAIN TYPES OF RADAR: THE

PRIMARY SURVEILLANCE AND SECONDARY
SURVEILLANCE RADAR
PRIMARY RADAR
A RADAR SYSTEMS WHICH USES REFLECTED RADIO
SIGNALS
PRINCIPLES OF RADAR OPERATION
 THE ELECTROMAGNETIC WAVES ARE REFLECTED IF
THEY MEET AN ELECTRICALLY LEADING SURFACE.
 THESE REFLECTED WAVES ARE RECEIVED AGAIN AT
THE PLACE OF THEIR ORIGIN, THEN THAT MEANS
AN OBSTACLE IS IN THE PROPAGATION
DIRECTION.
 ELECTROMAGNETIC ENERGY TRAVELS THROUGH
AIR AT A CONSTANT SPEED, AT APPROXIMATELY
THE SPEED OF LIGHT,
– 300,000 KILOMETRES PER SECOND OR
– 186,000 STATUTE MILES PER SECOND OR
– 162,000 NAUTICAL MILES PER SECOND.
 THIS CONSTANT SPEED ALLOWS THE
DETERMINATION OF THE DISTANCE BETWEEN
THE REFLECTING OBJECTS (AIRPLANES, SHIPS OR
CARS) AND THE RADAR SITE BY MEASURING THE
RUNNING TIME OF THE TRANSMITTED PULSES.

 THIS ENERGY NORMALLY TRAVELS THROUGH

SPACE IN A STRAIGHT LINE, AND WILL VARY ONLY
SLIGHTLY BECAUSE OF ATMOSPHERIC AND
WEATHER CONDITIONS. BY USING SPECIAL RADAR
ANTENNAS THIS ENERGY CAN BE FOCUSED INTO A
DESIRED DIRECTION. THUS THE DIRECTION (IN
AZIMUTH AND ELEVATION OF THE REFLECTING
OBJECTS CAN BE MEASURED.
 THE BASIC STRUCTURE OF A SIMPLE MONO-STATIC
PRIMARY RADAR SYSTEM CAN BE CONSIDERED AS
CONSISTING OF A TRANSMITTER BLOCK, A
RECEIVER BLOCK, AN ANTENNA BLOCK, AN
ANTENNA CHANGEOVER UNIT BLOCK AND A
DISPLAY BLOCK.
BLOCK DIAGRAM OF MONO-STATIC RADAR

Duplexer

TRANSMITTER RECEIVER
 DISPLAY

TRANSMITTER DUPLEXER RECEIVER

See Animation
DISPLAY BLOCK

Required
Range Marks Information
Angle Marks from
North Marks receiver

From Scanning (1 & 2)

Trigger of Pattern
Transmitter information
Block from Aerial
GENERAL CHARACTERISTICS OF RADAR
AERIALS

1.A VERY NARROW BEAM IN AZIMUTH COMBINED

WITH;
2. A WIDE BEAM IN ELEVATION

HOW CAN THIS BE ACHIEVED?

BY THE USE OF :
1.LINEAR ARRAY
AND/OR
2. SHAPED REFLECTOR
LIMITATIONS OF PRIMARY RADAR

1- RANGE DEPENDENT UPON:

A. TRANSMITTED POWER
B. TARGET SIZE
C. TARGET ATTITUDE
D. TARGET MATERIAL

2- GROUND & WEATHER CLUTTER:

CAN BE REDUCED OR REMOVED BY:
SUPPRESSORS BUT MAY RESULT IN:
A. REDUCED RANGE
LIMITATIONS OF PRIMARY RADAR

B. REDUCED HIGH COVER

C. DEGRADED PICTURE

3- IDENTIFICATION PROCEDURES
4- INDICATION OF EMERGENCY
5- LEVEL INDICATION

SECONDARY SURVEILLANCE RADAR IS A SYSTEM

ABLE TO OVERCOME THESE LIMITATIONS BUT DOES
HOWEVER INTRODUCE A FEW PROBLEMS OF ITS
OWN.
 SECONDARY SURVEILLANCE RADAR (SSR)

PRINCIPLE OF OPERATIONS OF SSR

THE INTERROGATOR TRANSMITS ON A FREQUENCY

OF 1030MHZ (MODES), ON RECEIVING AN
INTERROGATION SIGNAL ON THE MODE TO WHICH
IT IS SET, THE TRANSPONDER REPLIES WITH A
TRANSMISSION ON A FREQUENCY OF 1090MHZ,
(CODES)
 Transponder

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Interrogator Film
SSR ADVANTAGES

1- LESS POWER
2- RESPONSE INDEPENDENT OF SIZE OF TARGET
3- RESPONSE INDEPENDENT OF MATERIAL OF
TARGET
4- NO UNWANTED CLUTTER
5- POSITIVE I.D.
6- LEVEL INFORMATION
7- REDUCED R/T
8- SPECIAL CODES FOR RCF, HIJACK, EMERGENCY
SSR DISADVANTAGES

1- AIRCRAFT MUST HAVE SERVICEABLE

TRANSPONDER
2- RING AROUND WHEN TARGET CLOSE TO
INTERROGATOR
3- NO WEATHER CLUTTER WHEN REQUIRED
4- WEAK SIGNAL NOT TOLERATED
5- BEARING ACCURACY NOT AS GOOD AS PRIMARY
RADAR (WIDER BEAM WIDTH)
THREE PARTICULAR CODES ARE UNIVERSALLY USED
TO INDICATE EMERGENCY CONDITIONS:-
1.7700 EMERGENCY
2.7600 RADIO FAILURE
3.7500 HIJACK

SPI PULSE IS FOR FURTHER IDENTIFICATION

ACTIVATED FOR 20 SECONDS AND ATTACHED TO
‘MODE 3/A’.
 LIMITATIONS OF CONVENTIONAL
SECONDARY RADAR

GARBLING
FALSE CODES DISPLAYED AS THE RESULT OF A SSR
INTERROGATOR’S INABILITY TO DIFFERENTIATE
BETWEEN THE INDIVIDUAL RESPONSE CODES OF
TWO OR MORE AIRCRAFT CLOSER TOGETHER IN
SPACE THAN THE MINIMUM ACCEPTABLE TO THE
EQUIPMENT
 GARBLED
REPLIES

SSR INTERROGATOR

MODE S INTERROGATOR
HOW CAN IT BE OVERCOME:
CAN BE MINIMIZED BY THE INTRODUCTION OF A
“DE-GARBLING” CIRCUIT IN THE RECEIVER

GARBLING
IN CASES WHERE AIRCRAFT ARE CLOSELY SPACED IN
RANGE AND AZIMUTH BUT AT DIFFERENT HEIGHTS,
REPLIES FROM TWO AIRCRAFTS WILL OVERLAP IF
THEIR RANGE SEPARATION IS WITHIN THE
EQUIVALENT OF THE 20.3µS REPLY LENGTH.
THIS IS APPROXIMATELY 1.7NM WITH WORST CASE
OF GARBLING BEING WHEN THE AZIMUTH
SEPARATION IS VERY SMALL.

A SINGLE AIRCRAFT CAN HAVE ITS REPLIES GARBLED

BY GROUND REFLECTIONS
Reflector (Ground)
REFLECTED INTERROGATIONS

RESULTS IN GHOST TARGETS

 FRUIT
DEFINITION
[FALSE REPLIES UNSYNCHRONIZED IN TIME]

UNSYNCHRONIZED TRANSPONDER RESPONSES

RECEIVED BY A GROUND INTERROGATOR UNIT
TRIGGERED BY INTERROGATION SIGNALS FROM
OTHER GROUND UNITS

HOW CAN IT BE OVERCOME:

CAN BE CURED BY A DE-FRUITER WHICH IS AN

ELECTRONIC MEANS OF LOOKING FOR MESSAGES
WHICH ARE SIMILAR IN LENGTH OF TIME.
THE TERM FRUIT IS AN ACRONYM FOR: -
FALSE REPLIES UNSYNCHRONIZED IN TIME

(OR FALSE REPLIES UNSYNCHRONIZED WITH

INTERROGATOR TRANSMISSION).

FRUIT IS ‘INTERFERENCE’ RESULTING FROM

SEVERAL SSR’S WORKING IN THE SAME AREA.
THE REPLY FROM A FLIGHT DUE TO THE
INTERROGATION OF ONE SSR IS ALSO RECEIVED BY
ANOTHER SSR THAT HAS NOT SENT OUT AN
INTERROGATION TO THAT FLIGHT.

FRUIT RESULTS INTO RADIO FREQUENCY

POLLUTION AND MANIFESTS ITSELF AS A CLOUDED
DISPLAY SCREEN.
RADAR DISPLAY WITH DISABLED DE
FRUITER

Film
 FACTORS LEADING TO REPLACEMENT OF
CONVENTIONAL SSR

1.GARBLING AND FRUIT BECAME A REAL PROBLEM

IN THE CROWDED EUROPEAN AND AMERICAN
AIRSPACE [EAST COAST AND WEST COAST] IN THE
LATE 70S TO EARLY 80S.
2.SSR HAS A LIMITED NUMBER OF CODES AT A
MAXIMUM OF 4096
3.VALIDATION OF CODE A/C AND AZIMUTH
COMPUTATION COULD ONLY BE DONE OVER
SEVERAL RECURRENCES RESULTING IN OVER
INTERROGATION OF THE TRANSPONDER
4.ACCURACY AND DETECTION PERFORMANCE
PROBLEMS COULD NOT COPE WITH EMERGING
SEPARATION NEEDS IN EUROPE

THESE WERE THE MAIN REASONS THAT DROVE THE

IMPROVEMENT OF CONVENTIONAL SSR INTO
MONOPULSE SSR
 MONOPULSE SECONDARY SURVEILLANCE
RADAR (MSSR)

THE PRINCIPLE OF SSR MONOPULSE BEARING

MEASUREMENT
 
THE TERM MONOPULSE IS DERIVED FROM THE ABILITY
TO MEASURE THE ARRIVAL DIRECTION OF AN
INCOMING RADAR SIGNAL USING A SINGLE PULSE OF
THAT SIGNAL.
SECONDARY SURVEILLANCE RADAR MODE S

THE NEXT IMPROVEMENT TO THE MONOPULSE

SECONDARY RADAR CAME FROM THE QUESTION:

WHY USE THE MSSR ONLY TO RECEIVE A REPLY

FROM AN AIRCRAFT AND NOT SEND A MESSAGE AS
WELL?
i.e. AN AIR TO GROUND DATALINK TO REDUCE
THE EVER INCREASING VOICE COMMUNICATION
WITH PILOTS?
THIS WAS FEASIBLE PROVIDED: -
THE MSSR INTERROGATION/REPLIES BECAME
LONGER TO CONTAIN ADDITIONAL PULSES FOR ALL
THE EXTRA INFORMATION.

IMPLEMENTATION OF THE IDEA RESULTED IN: -

THE OLD SSR, MSSR REPLY OF 20.3µS AND 14 PULSES

NOW BECAME 56µS WITH 56 PULSES (112µS/112
PULSES) AND;

THE SSR MODE S WAS BORN

 SSR PEDIGREE

Conventional SSR MSSR MODE A/C MSSR with selective

MODE A/C deployed deployed 1985-1995 addressing “MODE – S”
after WWR II deployed 1995 - To date
MODE – S OR MODE ‘SELECT’ IS A NEW WAY TO
INTERROGATE AN AIRFRAME BY USING A DISTINCT
ADDRESS TO WHICH ONLY A PARTICULAR
AIRFRAME WILL RESPOND TO.

IDENTITY VIA MODE-S IS SUPPORTED BY 24 BITS OF

PULSES WHICH ALLOW A TOTAL NUMBER OF 224 =
16,777,216 ADDRESS CODES.

 SSR SQUAWKS NO LONGER NECESSARY

 SELECTIVE ADDRESSING IS POSSIBLE
 MODE S ADDRESSING
•ONLY ADDRESSED AIRCRAFT
RESPONDS
•RESULTS IN REDUCED
1. GARBLING
2. FRUIT
MODE S INTERROGATOR
MODE-S SECONDARY SURVEILLANCE RADAR IS
BASED ON THE MONOPULSE PRINCIPLES OF
AZIMUTH COMPUTATION WITH (ADDITIONAL)
SELECTIVE ADDRESSING.

THE TOTAL NUMBER OF DATA BITS IS EITHER 56 OR

112 [TX & RX] DEPENDING ON REQUIREMENTS.
 COMPARISON OF SSR CHARACTERISTICS
OPERATION CONVENTIONAL MONOPULSE SSR MODE-S
SSR SSR
REPLIES PER SCAN 20-30 4-8 1
BEARING 1.6 0.5 0.5
ACCURACY
ALTITUDE 100FT 100FT 25FT
RESOLUTION
GARBLE POOR GOOD EXCELLENT
RESISTANCE
DATA CAPACITY 0 0 56 - 112 BITS
[UPLINK]
DATA 12 BITS 12 BITS 56 - 112 BITS
CAPACITY
[DOWNLINK]
NUMBER OF 4096 4096 16,777,216
CODES/
ADDRESSES
AVAILABLE
 ELEMENTARY SURVEILLANCE (ELS)
 INFORMATION SOUGHT DURING MODE A/C
INTERROGATION INCLUDE: -
 DISTANCE
 AZIMUTH
 CODE A
 CODE C

 INTERROGATION IN SELECTIVE MODE-S

ELEMENTARY SURVEILLANCE INCLUDE: -
 DISTANCE AND AZIMUTH
 AIRCRAFT MODE-S ADDRESS
 FLIGHT NUMBER/CALL SIGN
 CODE A AND CODE C (25 FEET RESOLUTION)

FLIGHT STATUS (AIRCRAFT ON GROUND OR

AIRBORNE)

CAPABILITY OF TRANSPONDER TO DEAL WITH SI

CODE.
 MODE-S ENHANCED SURVEILLANCE

ENHANCED SURVEILLANCE COMBINES ELEMENTARY

SURVEILLANCE AND DOWN LINKED AIRCRAFT
PARAMETERS (DAPs)WHICH ARE: -

 SELECTED VERTICAL INTENT

 TRACK AND TURN REPORTS
 HEADING AND SPEED REPORTS

THE SELECTED VERTICAL INTENT REPORT IS USED

TO INDICATE SUCH ITEMS AS THE BAROMETRIC
ALTITUDE OF THE AIRFRAME, THE SELECTED
ALTITUDE ON THE FMS SHOWING THE ALTITUDE
THE AIRFRAME INTENDS TO USE.
THE TRACK AND TURN REPORTS WILL INDICATE
THE ROLL ANGLE, TRUE TRACK ANGLE AND RATE,
GROUND SPEED AND TRUE AIR SPEED OF THE
AIRCRAFT

THE HEADING AND SPEED REPORT WILL INDICATE

THE AIRSPEED AND MACH NUMBER, THE
BAROMETRIC ALTITUDE RATE, THE MAGNETIC
HEADING AND INERTIAL VERTICAL VELOCITY.
CAPs: CONTROLLER
DISPLAY
 SYSTEM ACCESS PARAMETERS (SAPs)

SELECTED ALTITUDE, ROLL ANGLE, TRACK ANGLE,

TRACK ANGLE RATE, VERTICAL SPEED AND GROUND
SPEED.

THESE PARAMETERS ARE USED IN THE TRACKER

SYSTEM FOR DETECTION OF MANOEUVERS AND IN
SHORT TERM CONFLICT ALERT (STCA) MINIMUM
SAFE ALTITUDE WARNING (MSAW) AND AREA
PROXIMITY WARNINGS (APW) APPLICATIONS.

[SAPs ARE FROM THE INERTIAL REFERENCE SYSTEM

WHILE CAPs ARE FROM THE FLIGHT MANAGEMENT
SYSTEM]
BENEFITS OF MODE-S ENHANCED SURVEILLANCE

 LIMITATIONS OF FALSE ALARMS WITH AIRCRAFT INTENT

MSAW
 ADS-B

ADS IS DEFINED BY ICAO AS:

“A SURVEILLANCE TECHNIQUE IN WHICH
AIRCRAFT AUTOMATICALLY PROVIDE, VIA A
DATALINK, DATA DERIVED FROM ON-BOARD
NAVIGATION AND POSITION-FIXING SYSTEMS,
INCLUDING AIRCRAFT IDENTIFICATION, FOUR
DIMENSIONAL POSITION, AND ADDITIONAL DATA
AS APPROPRIATE.” (ICAO CIRCULAR 256- AN/152)
 ADS-B
AUTOMATIC: NO PILOT ACTION; NO AIR OR
GROUND REQUEST.

DEPENDENT: THE SURVEILLANCE IS DEPENDENT

UPON DATA PROVIDED BY THE AIRCRAFT SYSTEM.

SURVEILLANCE: THE PRIMARY INTENT IS TO

PERFORM SURROUNDING TRAFFIC SURVEILLANCE.

BROADCAST: AIRCRAFT DATA ARE PROVIDED TO

EVERY OTHER EQUIPPED USER (BOTH AIR AND
GROUND)
 DF 17 (MODE-S 1090 EXTENDED SQUITTER)

DF 17 EXTENDED SQUITTER IS SIMILAR TO

ELEMENTARY AND ENHANCED SURVEILLANCE WITH
ONE EXCEPTION;

DF 17 IS A SQUITTER AND DOES NOT NEED AN

INTERROGATION.

DF 17 EXTENDED SQUITTER IS SUPPORTED BY ICAO

AND WILL MAKE AN IMPORTANT PART OF
AUTOMATIC DEPENDENT SURVEILLANCE
BROADCAST (ADS-B) SYSTEM
DF 17 MESSAGES INCLUDE: A GPS DERIVED AIRBORNE
POSITION IN TERMS OF LONGITUDE AND LATITUDE,
BAROMETRIC ALTITUDE, GNSS HEIGHT,
SURVEILLANCE STATUS, EXTENDED SQUITTER
STATUS, IDENTITY AND CATEGORY AND AIRBORNE
VELOCITY AND HEADING.
 GPS
Satellites

In?
S- B
AD
ADS-B Out

1090 ES

Mode S DF 17

ADS-B
Ground
Stations
 ADS-B ADVANTAGES

ADS-B POSITION:
DERIVED BY THE AIRCRAFT AND TRANSMITTED
DIGITALLY HENCE HIGH ACCURACY.

IS INDEPENDENT OF THE RANGE BETWEEN

SENSOR AND AIRCRAFT - SIMPLIFYING
INTEGRATION OF SEVERAL SENSORS INTO A
TRACKED AIR SITUATION PICTURE.

IS UPDATED ONCE PER SECOND, INDEPENDENT OF

CONSTRAINTS BY THE GROUND STATION AS THOSE
IMPOSED BY e.g. ANTENNA ROTATION.
 ADS-B POSITION IS BROADCAST AUTOMATICALLY
– NO NEED FOR INTERROGATION. RECEIVERS USE
SIMPLE OMNI-DIRECTIONAL OR WIDE-ANGLE
ANTENNAS TO RECEIVE ALL MESSAGES FROM A
LARGE, DEFINED PART OF THE AIR SPACE.

 A COMPARATIVELY SMALL, FIXED ANTENNA IS

SUFFICIENT TO RECEIVE REPORTS FROM UP TO
200NM AWAY, AS LONG AS A CLEAR LINE OF SIGHT
CAN BE ESTABLISHED.
 SINCE TRANSMISSION IS SPONTANEOUS, THE
NUMBER OF MESSAGES IS INDEPENDENT OF THE
NUMBER OF RECEIVERS. THIS RESULTS IN A MUCH
MORE EFFICIENT USE OF THE LIMITED
BANDWIDTH OF THE 1090MHZ FREQUENCY BAND
THAN WITH CONVENTIONAL SECONDARY OR
EVEN MODE-S RADAR SURVEILLANCE.
 ADS-B DISADVANTAGES

SURVEILLANCE REQUIRES THE COOPERATION OF

THE TARGETS.

PURE ADS-B [SURVEILLANCE] NOT ONLY RELIES

ON A FUNCTIONAL TRANSPONDER, BUT ALSO ON
THE INTEGRITY OF THE AIRCRAFT NAVIGATION
SYSTEM. IF THIS FAILS, THE AIRCRAFT WILL NOT BE
ABLE TO BROADCAST ITS POSITION, OR WORSE, IT
MAY BROADCAST INVALID POSITIONS.
 IT IS RELATIVELY EASY TO BROADCAST FAKE ADS-
B MESSAGES SIMULATING NON-EXISTENT
AIRCRAFT.

 FOR COMPLETE COVERAGE, ALL POTENTIAL

TARGETS HAVE TO BE EQUIPPED WITH ADS-B
CAPABLE TRANSPONDERS. AS THE TECHNOLOGY
IS INTRODUCED GRADUALLY, THERE IS A
TRANSITION PERIOD IN WHICH THE FULL
BENEFIT OF PURE ADS-B CANNOT BE REALIZED.
 ADS-B MESSAGES BROADCAST ARE AVAILABLE TO
EVERYBODY WITH THE RIGHT EQUIPMENT. THERE
IS NO WAY TO RESTRICT THE AVAILABILITY OF
AIRCRAFT POSITION INFORMATION.
 AUTOMATIC DEPENDENT SURVEILLANCE -
CONTRACT (ADS-C)

ADS-C IS A DATA LINK APPLICATION THAT

PROVIDES SURVEILLANCE INFORMATION
SURVEILLANCE RELIES ON (IS DEPENDENT ON)
DOWNLINK REPORTS FROM AN AIRCRAFT'S
AVIONICS THAT OCCUR AUTOMATICALLY
WHENEVER SPECIFIC EVENTS OCCUR, OR SPECIFIC
TIME INTERVALS ARE REACHED
ADS DOES NOT REQUIRE AN INDEPENDENT
SURVEILLANCE SOURCE, SUCH AS A RADAR
ANTENNA, TO OPERATE.
THERE ARE TWO IMPLEMENTATIONS OF ADS-C:
FANS-1/A AND ICAO ADS-C. THEIR PRIMARY
CHARACTERISTICS ARE SUMMARISED IN TABLE 2.

FANS-1/A ATN
STANDARDISED BY INDUSTRY ICAO
COMMUNICATIONS ACARS ATN
NETWORK USED
USE OF SUB- ANY ACARS SUB- ANY ATN SUB-NETWORK
NETWORKS NETWORK (SATELLITE, VHF, MODE S, HF)
(SATELLITE, VHF, HF) INCLUDING THOSE DEFINED IN
THE FUTURE
AVAILABILITY AND AVAILABLE AND AVAILABLE AND OPERATIONAL
OPERATION OPERATIONAL NOW IN THE FUTURE

Table 2: Primary characteristics of ADS-C Technologies

 FANS-1/A ADS-C
THIS IS A GENERAL NAME FOR THE INDUSTRY-
STANDARDISED IMPLEMENTATIONS OF ADS-C.
FANS-1 IS THE BOEING IMPLEMENTATION AND FANS-
A IS THE AIRBUS IMPLEMENTATION. GENERICALLY,
THEY ARE KNOWN AS FANS-1/A.

IMPLEMENTATIONS BY OTHER AIRFRAME

MANUFACTURERS ARE ALSO UNDER DEVELOPMENT.

FANS-1/A OPERATES OVER THE ACARS DATA LINK

AND CAN USE ANY OF THE ACARS MOBILE
SUB-NETWORKS, I.E. SATELLITE, VHF-DL OR HF-DL.
 THE ACARS (AIRCRAFT COMMUNICATION
ADDRESSING AND REPORTING SYSTEM) IS A DATA
LINK THAT IS OPERATED MAINLY FOR AIRLINE
PURPOSES.

 IT PROVIDES AIR-TO GROUND AND GROUND-TO-

GROUND COMMUNICATIONS AND HAS BEEN
OPERATIONAL FOR MORE THAN 20 YEARS.
 THERE ARE TWO SERVICE PROVIDERS THAT
PROVIDE ACARS SERVICES: ARINC, WHICH
OPERATES PRINCIPALLY IN THE UNITED STATES
AND CHINA, AND SITA, WHICH OPERATES
MAINLY IN EUROPE AND THE REST OF THE
WORLD.

 FANS-1/A HAS BEEN WIDELY TRIALLED BY MANY

STATES AND IS PRESENTLY OPERATIONAL IN THE
SOUTH PACIFIC.
 Inmarsat

Sat-Comm.

CPDLC/ADS-C
Service Provider

ANSP ATC Centre

Satellite
Earth
Station

VHF/HF HF-DL
Station VHF-DL
 MULTILATERATION SURVEILLANCE
MULTILATERATION, OR HYPERBOLIC
POSITIONING, IS THE PROCESS OF LOCATING AN
OBJECT BASED ON THE TIME DIFFERENCE OF
ARRIVAL (TDOA) OF A SIGNAL EMITTED FROM THAT
OBJECT TO THREE OR MORE SENSORS.

WHEN A SIGNAL IS TRANSMITTED FROM AN

OBJECT, IT WILL BE RECEIVED BY TWO SPATIALLY
SEPARATE SENSORS AT DIFFERENT TIMES.
 THE SIGNAL POSITION IN 2D (RESPECTIVELY 3D)
IS OBTAINED BY SOLVING FOR THE
MATHEMATICAL INTERSECTION OF MULTIPLE
HYPERBOLAS (OR HYPERBOLOIDS) BASED ON
THE TIME DIFFERENCE OF ARRIVAL (TDOA)
BETWEEN THE SIGNAL RECEPTION AT MULTIPLE
SENSORS.

 HYPERBOLOID IS DEFINED AS THE SURFACE,

WHICH HAS CONSTANT DISTANCE DIFFERENCE
FROM THE TWO POINTS (IN OUR CASE
RECEIVERS).
 MULTILATERATION PRINCIPLE
TIME DIFFERENCE OF ARRIVAL (TDOA)
TIME DIFFERENCE OF ARRIVAL (TDOA)
TECHNIQUES FOR POSITION COMPUTATION USES
RELATIVE TIME MEASUREMENTS AT EACH
RECEIVING SENSOR.

WITH TDOA, A TRANSMISSION WITH AN

UNKNOWN STARTING TIME IS RECEIVED AT VARIOUS
RECEIVING SENSORS, WITH ONLY THE RECEIVERS
REQUIRING TIME SYNCHRONIZATION.
 ADVANTAGES OF MULTILATERATION
SURVEILLANCE

IN ATM APPLICATIONS, MULTILATERATION

PROVIDES THE SAME LEVEL OF FLEET COVERAGE AS
TRADITIONAL SSR (I.E. ALL AIRCRAFT OR VEHICLES
EQUIPPED WITH AN OPERATIONAL MODE A, MODE
C OR MODE S TRANSPONDER) WHILE ALSO
DECODING ALL ADS-B POSITION REPORTS.
MULTILATERATION WILL GENERALLY PROVIDE:
 HIGHER ACCURACY
GREATER UPDATE RATE
BETTER COVERAGE AND;
IMPROVED RELIABILITY WHEN COMPARED TO
TRADITIONAL SSR
INDEPENDENT AUTHENTICATION OF ADS-B
POSITION INFORMATION
AND WILL DO SO AT:
a.A MUCH LOWER INITIAL COST
b.A MUCH LOWER ANNUAL MAINTENANCE COSTS
SURVEILLANCE IN THE CURRENT AND FUTURE
CNS ENVIRONMENT
GROUND SURVEILLANCE INFRASTRUCTURE
FOR EN-ROUTE AND TMA