ZULFIQAR ALI MIRANI

An Introduction to CNS/ATM

Info: neoindus@gmail.com
CONTENTS

Introduction

4 FANS (Future Air Navigation System)

4 CNS/ATM – Concept Approval
4 FANS-II
4 Benefits of FANS
4 Transition to FANS
4 Technology Involved
4 Application of IT in CNS/ATM
4 Benefits of CNS/ATM

Air Traffic Management

4 Goals
4 Elements of ATM
4 Air Space Management
4 Flight Operations
4 Air Traffic Services
4 Air Traffic Flow Management

Communication

4 Categories
4 Key Features
4 Air-ground communications
4 Data Link: Definition and main objectives
4 Controller Pilot Data Link Communications (CPDLC)
4 Benefits of CPDLC
4 Radio Links
4 VDL
4 HFDL
4 Mode-S Communication Link
4 ATN (Aeronautical Telecommunication Network)

Navigation

4 GNSS (Global Navigation Satellite System)

4 GPS (US),
4 GLONASS (Russia),
4 GLONASS / GPS Comparison
4 Augmentation Systems
4 LAAS/GBAS
 4 SBAS
4 WAAS
4 EGNOS (Europe)
4 MSAS
4 ABAS
4 GNSS-II (The next generation GNSS)
4 Galileo (Europe)
4 Geo-coordinate standard
4 WGS84?
4 RNP (Required Navigation Performance)

Surveillance

4 Automatic Dependent Surveillance

4 ADS-Broadcast (ADS-B)
4 ADS-Contract (ADS-C)
4 Traffic Information Service – Broadcast
4 Airborne Collision Avoidance Systems (ACAS).

Airborne Systems

4 Cockpit Display of Traffic Information (CDTI)

4 Flight Management Computer System (FMCS)
4 Multi-Mode Receiver (MMR)
4 ACAS (Airborne Collision Avoidance System)
4 TCAS (Traffic Alert and Collision Avoidance System
 BRIEF HISTORY & INTRODUCTION

FANS (Future Air Navigation System)

Recognizing the increasing limitation of the then (traditional) air navigation system and the
need for improvement into it, ICAO established, in 1983, the Special Committee on FANS
with the task of studying, identifying and assessing new concepts and new technology; and
making recommendations for the coordinated evolutionary development of air navigation.

FANS comprised of 22 members and 10 observers from ICAO member states and
international organizations. FANS committee first met in 1984 and planned to complete the
task in five years.

FANS Special Committee concluded that the shortcomings into the then air navigation
system were due to three factors:

i) The propagation limitations of the line-of-sight systems and/or accuracy and

reliability limitations imposed by the variability of propagation characteristics of other
systems;
ii) The difficulty, caused by variety of reasons, of implementing CNS systems and of
operating them in a consistent manner in large parts of the world; and
iii) The limitations of voice communication and the lack of digital air-ground data
interchange systems to support modern automated systems in the air and on the
ground.

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.

CNS/ATM – Concept Approval

CNS/ATM concept was endorsed by 10th Air Navigation Conference in 1991, in Montreal,
Canada and by 29th Session of ICAO Assembly in 1992.

FANS concept of CNS/ATM system involves three major functions as envisaged from its
name; Communication, Navigation and Surveillance.

FANS concept of CNS/ATM 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.

According to FANS plan Pilot-Controller Communication will be mainly through exchange

of data. Voice link (as being used in conventional ATC and Communication Operations) will
also be used. Medium and techniques may, however, be different for which standards were
to be worked out considering the performance of the latest technologies. Data links are to
play key role in future ATM systems for their peculiar advantages over the voice link. Data
links will not replace at all the present voice links but provide additional means of air-ground

CNS/ATM 1/34
and ground-to-ground communication to support the modern automated airborne and
ground operations.

For Navigation, Global Navigation Satellite System (GNSS) will replace most of the present
ground based Air Navigation systems such as NDB and VOR, though multi-DMEs may
continue to function independently or to support GNSS functions.

Surveillance of areas over the oceans and long range routes for inter-continental traffic will
be made with the help of GNSS. Whereas SSR Mode-S and GNSS could both be used
independently or simultaneously for en-route surveillance as a primary and alternate source
of surveillance information.

FANS-II

Following the CNS/ATM concept FANS-II Special Committee was established to develop
international standards for air navigation and air traffic management.

The tasks of FANS-II were

i) To identify and make recommendations for acceptable institutional arrangements,

including funding, ownership and management issues for the global future air
navigation system;
ii) To develop a global coordinated plan, with appropriate guidelines for transition
including the necessary recommendations to ensure the progressive and orderly
implementation of the ICAO global future air navigation system in a timely and cost
beneficial manner;
iii) To monitor the nature and direction of research and development programmes, trials
and demonstrations in CNS and ATM so as to ensure their coordinated integration
and harmonization;
iv) To develop policy guidelines for the evolution of ATM to maximize the efficient use of
airport and airspace capacity; and
v) To prepare, as required, the necessary documentation to support the expected ICAO
Air Navigation Conference in 1991.

Accordingly various groups of ICAO experts were formed to produce standards and
recommended practices.

Benefits of CNS/ATM

CNS/ATM will:

ƒ Improve communications performance;

ƒ Improve navigation performance;
ƒ Provide visual situational awareness for the controller;
ƒ Provide real-time conformance monitoring;
ƒ Reduce human input errors;
ƒ Reduced Separation Between Aircraft;
ƒ Provide more efficient route changes;

CNS/ATM 2/34
 ƒ Have no altitude loss when crossing tracks; and
ƒ Have more direct routings.

There are significant benefits to be gained from implementation of CNS/ATM. Improvement

in CNS facilities will result in improved data exchange between airline operators, aircraft and
air traffic service providers (ATSPs). Other benefits include global navigation and non-
precision approach capabilities through GNSS, extended surveillance with the help of
Automatic Dependence Surveillance (ADS) method and advanced ground based
processing.

The new system offers improved four-dimensional navigation accuracy. Air traffic service
providers will benefit from improved conflict detection and resolution, automated generation
and transmission of conflict-free clearances and efficient adaptation to changing traffic
patterns. ATSPs will be enabled, by the new system, to accommodate an aircraft’s preferred
flight profile.

An additional benefit is a level of standardization that will facilitate connectivity between air
traffic control systems. This connectivity will in turn permit access to air traffic services-
related information (e.g weather) not previously available.

Transition to CNS/ATM

In transition to CNS/ATM major elements of change are

• from ground-based to satellite based systems;

• from limited coverage to global coverage; and
• from analog to digital (data) communication.

Transition to the new system will be one of the largest undertaking ever carried out by the
aviation community. The transition will primarily affect how Civil Aviation Administrations will
provide air traffic services. There will be a great change in the pilot-controller interaction.

Though automation of ATC systems will improve performance and reduce workload,
increase efficiency, remove non-essential tasks and enhance job satisfaction for ATCOs, it
must be carefully tackled. Automation is required to desist from display of too much
information for the controller/pilot or provision of too many options to them that could waste
their time in assessing all computer generated possibilities. Automation in ATC require great
confidence of controller who must trust the data that is presented. With greater level of
automation, the more the controller relies on the system. The data links and data processing
systems, therefore, must be fail-safe and accurate. Massive failure will shake the confidence
of controller on the automated systems.

Aviation experts regard more congestion at and around airports and more delays as
alternative to FANS. This is supported by the fact that predicted air travel will be more than
double in 2005 as of the travel of year 1991. It is estimated that by 2005 approximately
33,000 aircraft will be in commercial use and approximately 10 per cent of this total will be
employed in long range operations.

The Boeing Company estimates that by the year 2015, the number of departures worldwide
will jump from 15 million/day to over 30 million per day. The number of large transport
category airplanes in service will leap from 12,600 to 26,000. World aviation community,

CNS/ATM 3/34
therefore, had no other alternative but to prepare for the “new order”. These were the
circumstances for introduction of FANS plans.

Technology Involved

Key technologies involved in CNS/ATM are:

i) Satellite Communication, Navigation and Surveillance; and

ii) Data Communication

Air-Ground Communication will either be through HF or VHF radio voice link. Data link will
also be established using any of the technologies such as:

• communication satellite (SATCOM);

• VHF Data Links (VDL);
• HF Data Link; and
• Mode-S Radar.

Ground-to-Ground communication may use VHF, HF, FM and other radio and telephone
circuits beside Data Communication technologies such as X.25 packet switching circuits,
TDM (Time Division Multiplexing). End-to-End Transmission medium again may be different
provided it fulfils the communication requirements. This is the area where one encounters
the fastest technological developments as compared to other CNS/ATM components.
Optical Fibers and Satellite Communication mediums are replacing the microwave and
conventional land lines. Data communication link between two ground ATS points may
therefore be using these technologies as a back bone to telecommunication service
provided by a PTSN (Public Telecom Service Network).

There is variety of communication services and technologies which may be used in various
Air Traffic Service (ATS) components. Tower control, for example, is to use multiple radio as
well as ground communication services for coordination with aircrafts, adjacent airports, ATS
centers, Comm Ops, Airport Operations, Met Services, and Airline Operators etc. Same is
the case with other ATS and Communication Operation positions. All communication
facilities (Voice as well as Data) are essentially to be integrated into a single system. Use of
Integrated Voice and Data systems will be common in ATM components. The various types
of communication facilities in use of all elements of ATM form a network named as
Aeronautical Telecommunication Network abbreviated as ATN.

The ATN is the interconnection of different sub-networks, or an inter-network. These

different networks can be X.25 wide area ground networks, Ethernet local area networks,
but also air-to-ground satellite link (AMSS Data-3), VHF digital link (VDL) or Mode-S.

As for Satellite Navigation Technologies are concerned United States and Russia have
already developed GPS (Global Positioning System) and GLONASS (Global Navigation
Satellite System) respectively to provide navigational services through out the globe.
European States are developing their own navigation satellite to cover the areas of Europe,
Africa and Middle East.

Independence Surveillance (through Primary Surveillance Radar) may be continued in

Terminal Areas. En-route surveillance will use either Cooperative Independence

CNS/ATM 4/34
Surveillance systems (SSR Mode-S) or Automatic Dependence Surveillance (ADS)
technologies.

Beside above various ATC systems have been developed which collect the Surveillance
information (data) via either of the above stated means and Fight data via ATN or various
resources, process the information and represent it into variety of forms (on variety of
displays and monitors) by using latest technologies as per user convenience and demand.

An ATC system may comprise of a single system or network of multiple ATS centers inter-
connected to share and exchange surveillance and Flight data and other useful information.

In cockpit number of equipments and systems are provided to confirm CNS/ATM

requirements. Such equipments include CDTI (Cockpit Display of Traffic Information), FMCS
(Flight Management Computer System), ADS-B (Automatic Dependence Surveillance-
Broadcast) etc.

Application of IT in CNS/ATM:

Most of the above stated CNS systems/equipment employ computer and microprocessors
(or Central Processing Systems) to perform their core and/or supportive functions. They use
different software packages according to nature of application and operating systems as
confirmed by the machines. They use different IT based communication techniques for
information exchange.

For example ATC systems use computer equipments with specialized application software
and operating systems (such as LINUX) to process surveillance and flight information
collected via Radar, Satellite, VDL, ground-to-ground data networks. The processed
information is then dispatched to controller working positions using servers through high
speed LAN (Local Area Network). Computers are thus involved right from the front-end
processing (where information from external sources is received) upto the end-user (that is
controller working position) at various stages.

Broadcasting of radar information to other ATC systems uses Network Information Servers.

Surveillance systems such as SSR Mode-S also perform information processing through
high speed computing machines which is then routed to ATC systems via Network
Information Servers.

Navigation systems are also no exception as for the use of computers is concerned.

High speed processing and representation of information in Airborne Systems such as

FDMS, CDTI, ADS-B, Transponders is only possible due to the fast data processing
machines.

Integrated Voice/Data systems essentially use microprocessor as the central processing unit
to multiplex and distribute voice and data to various end-users.

Use of computers in Data Communication Networks as the servers is very common due to
demand of high speed beside other factors.

CNS/ATM 5/34
Information Technology deals matters concerned with computer science and technology,
design, development, installation and implementation of information systems and
applications.

IT will, therefore, be the back bone of the future CNS/ATM system. IT is involved in all the
three components of CNS/ATM; that is Communication, Navigation and Surveillance. It is IT
that makes the future ATC systems and Voice/Data communication networks work efficiently
at enormously high speed. Other advantages of IT based CNS/ATM systems include
Reliability, Flexibility, Multi facility Integration, Expanded Operation, User convenience,
Security (of information).

CNS/ATM 6/34
 AIR TRAFFIC MANAGEMENT
The term Air Traffic Management (ATM) covers all the functions of airspace management
(including both strategic and tactical airspace management), air traffic services and air traffic
flow management. The concepts, which are being developed for the CNS/ATM system, will
see the control resources more concentrated on the management of active air traffic.

Goals

Some of the important goals of the future ATM system are to:

¾ Offer users maximum flexibility and efficiency in airspace utilization, taking into
account their operational and economic needs;
¾ Provide the flexibility to cater for different levels of aircraft equipage, and allow
sharing of airspace by different categories of users;
¾ Allow for the implementation of ATM at varying levels of sophistication, to provide
services tailored to the needs of particular regions;
¾ Provide for transitions across airspace boundaries to be transparent to airspace
users ; and
¾ Ensure that present levels of safety are maintained or improved upon, both in the
final mature ATM system, and during the transition period.

The achievement of these goals will require co-operation between ATS, pilots and airline
operational control, and the sharing of real-time information between them. It is important
that, in the development of automated support for ATM functions, the human is kept in the
decision making process.

Elements of ATM

The envisaged ATM system consists of the following sub-elements:

9 Air Space Management (ASM)

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

Air Space Management

ASM is recognized as dynamic sharing of airspace by civil and military users. The global
ATM system will not be limited only to tactical aspects of airspace use. Its main scope will be
towards a strategic planning function of airspace infrastructure and flexibility of airspace use.

Strategic ASM consists two elements:

i) The determination , for any given airspace, of the ATM requirements for
communication, navigation and surveillance; and
ii) Infrastructure planning

CNS/ATM 7/34
Flight Operations

The ATM-related aspects of flight operations are an integral part of ATM in CNS/ATM
systems. Enhanced functional integration of ATM-related aspects of flight operations and
other elements of ATM will be a key factor in the implementation of CNS/ATM systems. For
example, automated systems on ground will assist the controller with conflict detection and
resolution based on information derived from aircraft flight management system and, at
some points, will negotiate ATC clearances with these airborne systems. Additionally, other
information that is now transmitted by voice will increasingly be carried out using automatic
transmission of data.

The airborne part of ATM comprises three areas:

i) ATM-related functional capabilities of aircraft systems;

ii) Pilot procedures; and
iii) Integration of ATM-related aspects of flight operations into the ATM process.

The accuracy of the flight plan data used for the ground ATC system will be improved by
incorporating data calculated in the flight management computer system (FMCS) for the
three or four-dimensional flight profiles. The calculation and maintenance of the flight
profiles will be shared between FMCSs and ground ATC systems through the use of
interactive automated aids. FMCS should have the following capabilities:

9 To calculate the flight profile for intended flight, based on the flight plan delivered by
the airline;
9 To adhere to the flight profile as accepted from the ground ATC system as far as it is
within the aircraft flight performance capability; and
9 To automatically notify the ground ATC system as soon as deviations from the
agreed flight profile exceed the agreed limits.

Air Traffic Services

ATS is the prime element of ATM. ATS itself is composed of several sub-elements. These
are

i) the alerting services;

ii) flight information service (FIS); and
iii) 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.

The objective of FIS is to provide advice and information useful for the safe and efficient
conduct of flights.

CNS/ATM 8/34
The objective of the alerting service is to notify appropriate organizations regarding aircraft
in need of search and rescue aid and assist such organizations as required.

Air Traffic Flow Management

The objective of ATFM is to ensure an optimum flow of air traffic. An ATFM therefore 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.

ATM consists of a ground part and an air part, where both are needed to ensure a safe and
efficient movement of aircraft during all phases of operation.

CNS/ATM 9/34
 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.

Categories

There are basically two categories of aeronautical communications.

i) Safety-related communications, requiring high integrity and rapid response such as

ƒ Communications carried out among ATS units, between ATS and an aircraft for
ATC, flight information and alerting etc; and
ƒ Aeronautical Operational Control (AOC) communication carried out by aircraft
operators for matters related to safety, regularity and efficiency of flights.

i) Non-safety related communications such as

ƒ Aeronautical administrative communications carried out by aeronautical

personnel and/or organizations on administrative and private matters; and
ƒ Aeronautical passenger communications.

Key Features

Some of the key features of the new system are:

9 Most routine communications are to be done by data interchange;

9 Voice communication is mainly used in non-routine and emergency situations; and
9 There is emphasis on global connectivity and operation.

Air-ground communications

It is envisaged that most of the routine communications in the en-route phase of flight will be
via data interchange. The user selects a particular message from a pre-constructed set of
messages using a screen menu, adds some specific parameters (or free text) and then
sends it. Some data transfers take place between automated airborne and ground systems
without the need for manual intervention. Such communication arrangement between
controller and pilot is named as Controller-Pilot Digital Link Communication abbreviated as
CPDLC.

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

CNS/ATM 10/34
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 asVHF, HF, Satellite, Mode S ).

i) The main objectives of data link are to:

ii) Provide an alternative means of communication;
iii) Automate as much as possible communications tasks;
iv) Reduce both the controller and pilot workload;
v) Increase ATM efficiency, capacity, and safety;
vi) Provide additional information exchanges by utilizing airborne and ground automated
systems capabilities; and
vii) Provide surveillance in areas that are unsuitable for radar coverage

Controller Pilot Data Link Communications (CPDLC)

Operationally, the demand for communications often exceeds the usable frequency capacity
in areas of high air traffic density. The current infrastructure allows only one controller per
sector to interact explicitly with only one aircraft at a time, which limits the delivery of
clearances and advisories.

Controller-Pilot Data Link Communications (CPDLC), which is part of the Aeronautical Data
Link system, will 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. This represents both a
vast improvement over the current system capabilities and a different operational
environment. Procedures on the flight deck and in the control room will have to be adapted
to this new environment.

CPDLC allows pilots and controllers to exchange electronic messages, via a data link. A
defined set of (pre-formatted) message elements (ref. PANS-ATM, Appendix 5) is used, that
correspond to existing phraseology employed by current ATC procedures. CPDLC
messages may consist of between one and five elements. A ‘free text’ capability is also
provided to exchange information not conforming to defined formats. In such cases a list of
pre- formatted free text messages shall be established by the appropriate ATS authority.

Benefits of CPDLC

Potential benefits of air-ground data communication are

i) Efficient linkage between ground and airborne systems

ii) Improved handling and transfer of data
iii) Reduced channel congestion
iv) Reduced com errors

CNS/ATM 11/34
 v) Inter-operable com media
vi) Reduced workload
vii) Reduction in radio telephony workload for both pilot and controller
viii) Reduction in re-transmission caused by misunderstood messages.
ix) reduced controller stress/memory burden
x) reduced controller communication time

Radio Links

Radio links used for communication with aircraft in flight are of extreme importance to the
safety, regularity and economy of flights. As such, the necessary technical and institutional
arrangements must be in place to

i) Ensure the availability of a sufficient radio frequency spectrum for aeronautical

services, noting present and foreseen levels of traffic;
ii) Prevent RF interference into radio frequencies, bands, services and users of
aeronautical radio systems; and
iii) Allow the provision of communication services by commercial service providers.

Transmission of air-ground messages is carried out over one of the following radio links:

i) Aeronautical Mobile Satellite Service (AMSS) – a new standard introduced in

CNS/ATM
ii) VHF (analog) – traditional communication link
iii) HF (analog) - traditional communication link
iv) VHF digital link (VDL) – a new standard introduced in CNS/ATM
v) SSR Mode-S data link – a new standard introduced in CNS/ATM
vi) HF data link – a new standard introduced in CNS/ATM

AMSS, VDL, SSR Mode S and HF data links use different data transmission techniques but
as same individual networks, they all use the same network access protocol in accordance
with ISO OSI reference model. This provides for their interconnection to other ground-based
networks so that the aircraft end of any of these data links can be connected to any ground
based system by adopting common interface services and protocols also based on ISO OSI
reference model.

VHF digital link (VDL)

The VHF digital link (VDL) is a constituent mobile sub-network of the aeronautical
telecommunication network (ATN), operating in the aeronautical mobile VHF frequency
band. In addition, the VDL may provide non-ATN functions, such as, for instance, digitized

CNS/ATM 12/34
voice. The very high frequency (VHF) digital link (VDL) Standards and Recommended
Practices (SARPs) apply to aeronautical VHF digital communications systems operating
within the aeronautical telecommunication network (ATN).

The characteristics and specifications of VDL are provided in ICAO annexure 10 Vol-III
(Part-I).

So far four modes of VDL have been developed, comparison of which is given below.

Comparison of VHF Data Link options

Candidate Systems
Required VDL Mode 2 VDL Mode 3 VDL Mode 4
Capability (CSMA) (TDMA) (STDMA)
Global Standard All technologies are proposed as global standards by ICAO.
Operation from No Air-to-Air No, ground master Yes, can be used
block to block capability, ground stations required so anywhere
infrastructure it does not cover (see Note 1).
required remote areas. All
(see Note 1). TDMA systems need
a common time base
(see Note 1).
High availability No, unpredictable Yes Yes
delay (see Note 5)
High integrity Integrity achieved through proper Implementation.
Low cost Yes Yes Yes.
Robust with No, rapid and Potentially not robust Yes (see Note 2)
graceful catastrophic failure due to the selected
degradation characteristic under modulation scheme
very high traffic (D8PSK)
loads (see Note 5) (see Note 3)
Maximise spectrum No, contention No, voice and data Yes, data from many
efficiency access; wastes are integrated users is efficiently
available spectrum together, but D8PSK multiplexed. GFSK
(CCI values ~26-27 modulation wastes has good CCI values
dB) available spectrum (~10dB)
(see Notes 5 and 4) (CCI values ~26-27
dB) (See note 5).
Capacity for 2020 Not likely; depends Not likely; depends Four 25 kHz channels
traffic and beyond availability of on availability of plus one or two for
spectrum spectrum AOC sufficient for
(see Note 6) (see Note 6) fully redundant
surveillance of 2020
traffic volumes;
capacity is approx. 15
times greater than

CNS/ATM 13/34
 VDL's Mode 2 & 3
(see Note 6)
Flexibility to VDL Mode 2 not Flexibility may be Yes
support new suitable for ADS-B limited
procedures and ATM (see Note 7)
applications
(see Note 5)
Support for easy Not likely, assumes Potential transition Yes.
transition availability of problems- analogue
spectrum to digital
(see Note 7)

It is assumed that only VDL Mode 4 appears to meet all the broad requirements defined (so
far) in various operational forums. VDL Mode 4 also has several advantages over the other
data links as listed below:

i) VDL Mode 4 can provide a CDTI and ASAS including air-air data link in remote
areas. VDL Mode 3 cannot because it requires master ground stations to operate.
ii) VDL Mode 4 supports all types of data link applications, including time-critical ones.
VDL Mode 2 does not support air-air communications and cannot support time-
critical applications except in very low-density areas.
iii) VDL Modes 2 and 3 have much lower capacity and require more bandwidth than
VDL Mode 4.
iv) VDL Mode 2 has poor degradation characteristics, suffering very rapid failure on
overload. VDL Mode 4 exhibits graceful degradation through functions such as
slaving on time from other stations, re-use of the timeslots of distant users, etc.
v) VDL Mode 4 has an incremental growth capacity through the local addition of 25 kHz
channels for gradual increase of capacity, new services and functions. This is made
available through a Directory of Services, which also enables autotune functions. All
VDL Mode 4 units can exploit this additional capacity.
vi) VDL Mode 4 offers very high spectrum efficiency and an ADS-B capability with long
range, redundancy and robustness.
vii) Only VDL mode 4 offers the possibility of seamless transition.

Standards for VDL Mode4 were passed on 12th of March 2001 by ICAO, the International
Civil Aviation Organisation. The Council of ICAO unanimously decided to include the
proposed SARPs, Standard and Recommended Practicies in Annex 10. It will be published
in November 2001 and at the same time supporting documentation will be officially
available.

Background

CNS/ATM 14/34
HF DATA LINK SYSTEM

HFDL is capable of providing a level of performance suitable for the ATN environment. The
HFDL service allows aircraft that are equipped with an HFDL control function (HCF) and HF
data radios, or equipped with HCFs, an intermediate HF data unit, and compatible HF voice
radios, to send and receive packet data via a network of HFDL ground stations. The ability
to exchange packet data via VHF data link and SATCOM networks will, of course, continue
to exist.

It is suggested that a sub-network of 15 or 16 HFDL ground stations can extend air-ground

communications coverage beyond the coverage of VHF data link sub-networks on a world-
wide basis and provide an alternate or/backup to SATCOM on routes over the Atlantic,
North and South Poles, South America, Africa, the Pacific, and Asia. The actual number of
ground stations needed is dependent upon several factors including system availability and
capacity desired by the users and ground station operators.

HFDL can provide very significant improvements over current HF Voice Communications in
terms of system availability, system capacity, ease of use, and information integrity.

Role of HFDL in CNS/ATM

As the aeronautical industry progresses with the implementation of data links both on the
ground and airborne sides, a need emerges for HFDL. A networked-based HFDL system
satisfies future air traffic service (ATS) and aeronautical operational control (AOC)
communication requirements in oceanic areas in a cost efficient and reliable manner.
Furthermore, HFDL can provide data link service over other land areas where no current
data link service (i.e., VHF) is currently available. In this case, HFDL provides
a data link service where numerous VHF data link stations may be impractical due to cost or
other factors.

Additionally, HFDL may result in a reduction in the growth of requirements for HF voice
services, as many current voice service requirements are accommodated via HFDL.

HFDL fulfills several key roles such as it

i) provides aircraft that are not SATCOM-equipped with a long-range, cost-effective

data link;
ii) serves as a data link for polar regions where SATCOM performance degrades and
iii) acts in combination with SATCOM as very high performance system capable of
meeting future ATN availability requirements.

HFDL is seen as a tool enabling communications, navigation, and surveillance/air traffic

management (CNS/ATM) to be extended to new regions and to aircraft previously not able
to afford a long-range data link.

The HFDL system shall consist of one or more ground and aircraft station sub-systems,
which implement the HFDL protocol. The HFDL system shall also include a ground
management sub- system.

The HFDL aircraft station sub-system and the HFDL ground station sub-system shall include
the following functions:

CNS/ATM 15/34
 i) HF transmission and reception;
ii) data modulation and demodulation; and
iii) HFDL protocol implementation and frequency selection.

High Frequency (HF) was developed as a low cost alternative to satellite for wide area
coverage (5000 miles/site), and first went operational in 1998 to support AOC. It is currently
providing complete coverage over the northern polar region, but with a message transit time
of about 80 seconds is slower than satellite. HF is included in the ICAO SARPs annexure 10
vol-III (Part-I).

Mode-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 highly
sophisticated 56 or 112 bit formats called frames that fall into 3 main categories: 56-bit
surveillance formats, 112 bit communication formats with a 56-bit data field, which are in fact
" extended " surveillance formats (Uplink COMM-A's and Downlink COMM-B's) and 112 bits
communication formats with an 80-bit data (uplink COMM-D's downlink COMM-D's).

There are two types of Mode S data link, one called "specific" and the other one
"interoperable". To simplify, we can say that in the first case, the station and the transponder
more or less know what type of information is contained in the frame data field, whereas in
the second, they are completely unaware of it.

The interoperable data link was designed to allow ground-to-aircraft exchanges using
Mode S as a packet switching data transmission network. The messages (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.

On the opposite, the specific data link is more closely linked to the Mode S system itself. 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.

The principle is thus to consider the transponder as a multiple mailbox in which the aircraft
system places its flight data (without knowing whether or not anyone will pick them up)
whereas on the other side, the ground station reads the data completely asynchronously.
This process is thus optimized from a "time" point of view as it avoids having to initiate a
communication connection with the aircraft system possessing this information

Networking Interface:

CNS/ATM 16/34
Mode S "basic" selective surveillance only requires the use of Mode S ground sensors and
airborne Mode S transponders, but interoperable services need complementary equipment
on both sides, called respectively Ground and Airborne Data Link Processors, which
constitute the interfaces of the Mode S sub-network.

The interoperable services will enable the integration of Mode S sub-networks in the
Aeronautical Telecommunication Network (A.T.N.).

ATN (Aeronautical Telecommunication Network)

The communication service, which allows ground, air-ground and avionics data sub-
networks to inter-operate for the specified aeronautical applications, is Aeronautical
Telecommunication Network (ATN). All the above 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 17/34
 NAVIGATION

Navigation systems are the basis for an aircraft's ability to get from one place to another and
know where it is and what course to follow. It's more than just maps. The closest thing
today's automobiles come to an aviation navigation system is the "navigation center" some
automobiles come with. These computers establish an automobile's position via satellite and
place the position on a moving map. Intelligence programmed into the system allows the
driver to navigate to destination by executing instructions provided by the system.

Historically, aircraft navigated by means of a set of ground-based stations called beacons,

each broadcasting on its own frequencies. Aircraft systems could tune into the frequencies
of two of these beacons and fly between them (from one beacon to the next). Knowing
where the aircraft is between two of these beacons, allows the aircraft to know where it is in
a global sense. 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
satellites systems developed so far in this regard are said to have been successful as
replacement to traditional en-route navigation aids like NDB and VOR. Accuracy, reliability
and other parameters of the new satellites systems are being improved by using various
techniques, some of which are stated below, to meet the required specifications for use as
landing aids in place of ILS.

GNSS (Global Navigation Satellite System)

The major technological change in navigation will be the progressive adoption of Global
Navigation Satellite Systems (GNSS). These systems will provide for worldwide positional
coverage, and will eventually be used for non-precision and precision approaches, in
addition to en-route navigation. Currently, GNSS requires augmentation systems to monitor
signal reliability and enhance accuracy to make them suitable for civilian use. These
augmentation systems are currently being developed.

The GNSS will consist of a number of elements. These will include

i) the navigation satellites; and

ii) the ground-based monitoring stations.

The above elements, together with communication satellites, will form an Augmentation
System. Ground-based differential stations with a datalink will be used at specific locations
to augment the system locally. The aircraft will select which elements of the system are to
be used depending on the operations to be undertaken.

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. For landings in poor weather conditions, so called precision approach navigation
and landing, the current Instrument Landing System (ILS) or, in certain locations, Microwave
Landing System (MLS) will be in use for some time. Eventually, however, navigation satellite
systems will be used even in adverse weather conditions.

CNS/ATM 18/34
It is expressed that GNSS will provide a high integrity, highly accurate navigation service,
suitable for navigation, at least for en-route applications.

Benefits of GNSS

Benefits of GNSS are

i) Improved four dimentional navigational accuracy

ii) High integrity, high accuracy, world wide navigation service
iii) Cost savings as compared to ground based navigation aids
iv) Improved air transport services using non-precision approaches and precision
landing operations

Global Navigation Satellites Systems:

GPS

The 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, and has since become freely available - as a valuable
supplementary navigation aid - to civilian aircraft of all types and all nations - with the
compliments of U.S. Department of Defense.

GPS or the NAVigation Satellite Timing And Ranging [NAVSTAR] system consists of a
minimum 24 satellites [ of which usually three are operating spares] orbiting Earth at an
altitude of 20,000 km with each unit taking about 12 hours to complete one orbit. The
NAVSTAR orbits are arranged in six planes with 3 to 4 satellites in each plane. This
configuration ensures that a minimum of four satellites would be in view from most locations
on Earth at any time.

NAVSTARs continuously transmit information on very low power at two UHF L band
frequencies, a coarse acquisition ranging code [the C/A code] on 1575.42 MHz and an
encrypted precise positioning service code [the P code] on 1227.6 MHz. The C/A code is
freely available to all while the additional P code is only available to authorised users. The
C/A code is designed to provide a position fixing accuracy within 300 metres 99% of the
time and within 100 metres 95% of the time but probably better than 30 metre accuracy is
achievable most of the time.

At present GPS is far more accurate than NDB/ADF or VOR and certainly more accurate
than necessary for VFR flight, as being said.

The Federal Aviation Administration (FAA) is working on two GPS-based systems that could
enable this sort of antihijacking capability: the Wide Area Augmentation System (WAAS) that
will enable aircraft to reach the so-called Category 1 decision point in an approach to an
airport, and the Local Area Augmentation System (LAAS) that would enable aircraft to reach
the ground in zero visibility, known as a Category 3B landing.

CNS/ATM 19/34
Although both systems still await final certification, testing, and installation at U.S. airports,
commercial airliners and military aircraft have already demonstrated fully automatic
instrument approach and landing under Category 3B conditions.

GLONASS

Glonass is a Soviet space-based navigation system comparable to the American 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.

GLONASS / GPS Comparison

GLONASS GPS
Nominal # of s/v 24 24
Launch vehicle Proton K/DM-2 Delta 2-7925
# of spacecrafts / launch 3 (occasionally 2) 1
Cape Canaveral,
Launch site Baikonur Cosmodrome, Kazakstan
USA
# of orbital planes 3 6
Orbital inclination 64.8° 55°
Orbit altitude 19,130 km 20,180 km
Period of revolution 11h15m40s 11h58m00s
position, velocity and acceleration in
Ephemeris representation Kepler parameters
earth-centered, earth-fixed coords.
Datum PZ-90 WGS-84
Time reference UTC (Russia) UTC(NO)
Almanac Length 152 bits 120 bits
Duration 12m30s 2m30s
Content day of validity week of validity
channel number S/C identifier
eccentricity eccentricity
inclination inclination
equator time almanac time
validity of almanac health
equatorial longitude right ascension
- RA rate of change
sq. root of
period of revolution
semimajor axis
argument of
argument of perigee
perigee

CNS/ATM 20/34
 - mean anomaly
luni-solar term -
time offset time offset
- frequency offset
Signalling FDMA CDMA
Carrier L1 1602.0 - 1614.94 MHz (*) 1575.42 MHz
frequency L2 7/9 L1 60/77 L1
Type of PRN code ML GOLD
# of code C/A 511 1023
elements P 5110000 2.35·1014
C/A 0.511 Mbit/s 1.023 Mbit/s
Code rate
P 5.11 Mbit/s 10.23 Mbit/s
Crosscorrelation interference -48 dB -21.6 dB
Rate 50 bit/s 50 bit/s
Modulation BPSK Manchester BPSK NRZ
Navigation
message Total length 2m30s 12m30s
Subframe
30s 6s
length
(*) Is planned be shifted, first to 1602.0 - 1609.31 Mhz (finished by 2005) and then to
1598.06 - 1605.38 MHz beyond 2005.

Augmentation Systems

There are three types of augmentation systems as mentioned below.

i) Ground based augmentation systems

ii) Satellite based augmentation systems
iii) Aircraft based augmentation systems

Ground based augmentation systems:

LAAS/GBAS

Local Area Augmentation System (LAAS) is the ICAO definition ground based augmentation
for Satellite Navigation; whereas Ground Based Augmentation System or GBAS is the
European application of LAAS. It was estimated that LAAS could be operational by
December 2003 including CAT 1 approaches. This schedule has now been delayed for
another year.

Satellite Based Augmentation Systems or SBAS:

Satellite Based Augmentation System or SBAS is a generic term for GPS and GLONASS
which use geostationary satellites to broadcast information to users over a large

CNS/ATM 21/34
geographical service. A number of such systems are being developed to fulfill requirement
of various countries and regions. Some of such systems are listed below.

i) WAAS
ii) EGNOS
iii) MSAS

WAAS

In order to improve the accuracy and integrity of the Global Positioning System (GPS), to
enable it to be used for precision approach and landing operations, the United States is
developing a system called the Wide Area Augmentation System (WAAS).

WAAS consists of two basic elements. The first is a network of differential ground-stations
that receive the GPS signals and calculate differential correction signals. 35 ground stations
are required to cover the USA. These differential corrections are then transmitted to the
second element of the system, which are WAAS transponders on a number of Inmarsat
geostationary communications satellites. The differential signals are then transmitted from
the communication satellites to the aircraft. In addition, the communication satellites also
transmit integrity information about the performance of the GPS satellites and a signal
similar to a GPS satellite.

This GPS type signal is used for navigation and gives the appearance of an additional GPS
satellite being present.

This situation highlights the importance of the GNSS receiver in the aircraft being able to
detect faulty satellites and discard them from the position calculation. The FAA claim that
GPS receivers have always detected the failure of a GPS satellite and that an undetected
failure has never occurred. The use of WAAS considerably enhances this situation, as it
provides a means to independently detect faulty satellite signals and pass this integrity
information back to aircraft receivers.

The FAA commissioned the Wide Area Augmentation System (WAAS) at 12:01AM on July
10, 2003.

EGNOS

EGNOS is Europe’s GNSS-1 which involves signal relay transponders carried on

geostationary satellites, and a network of ground stations. Together they are to provide a
regional augmentation service for GPS and GLONASS signals over Europe and cover all
the countries belonging to the European region. This augmentation is called an “overlay”,
and the European programme is known as the European Geostationary Navigation Overlay
Service, or EGNOS.

MSAS

Japan is implementing the Multi Satellite-based Augmentation System (MSAS – Japanese

Definition) that will provide correction to GPS only.

Aircraft-Based Augmentation System or ABAS:

CNS/ATM 22/34
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. The aim is to enhance the overall performance of the GPS equipment on board in
terms of integrity, continuity, availability and accuracy.

GNSS-II (The next generation GNSS)

Civilian navigation overlay systems are the first step. Not only Europe proposes to advance
the civilian use of satellite navigation, moving from the current GPS and GLONASS systems
to a next-generation system that meets the needs of the most demanding civil users, as
claimed by the developers. Development work on a so-called non-military GNSS has started
in Europe, with operational hardware already in orbit.

Research has already started in Europe on developing technologies for a second generation
of satellite navigation systems, which includes satellites, user and ground equipment, the
performance of which would meet civilian user requirements.

This new technology would ,for example, lead to a sufficiently accurate, redundant and
independent system for use as the sole means of positioning, timing and navigation,
including the most demanding applications. Such a future system is known as GNSS-2 or
the Second Generation Global Navigation Satellite System.

The studies will examine a variety of operational scenarios that could meet, at the very least,
existing civilian operational requirements. Aviation users, for example, are looking for
GNSS-2 to be accurate and reliable enough to allow its use as a sole means of navigation
for the Category 3B precision approach – which allows landings in conditions of almost zero
visibility.

Galileo

An all-European satellite navigation constellation took a step closer at the start of May 1999
when government ministers of ESA countries gave a financial commitment to setting up
Galileo, a second-generation global navigation satellite system (GNSS-2).

Galileo will be a global navigation satellite system under civil control. It will consist of 21 or
more satellites, depending on the level of international co-operation, the associated ground
infrastructure and regional / local augmentations. GalileoSat is the complementary
development initiative of the ESA for the space and the associated ground control
segments.

Galileo will be used in all modes of transportation for navigation, traffic and fleet
management, tracking, surveillance and emergency systems. As such, Galileo will be a key
element of the future inter-mode traffic management system. Moreover it has many non-
transport applications. The system will involve a space segment of around at least 21
medium earth orbit (MEO) satellites, plus three geostationary earth orbit (GEO) satellites
and will cost Euro 2.2 – 2.95 billion to develop. (There are system proposals for up to 40
MEO satellites).

Taking the current planning, Galileo will be fully operable in 2008 at the latest, with the start
of signal transmission in 2005.

CNS/ATM 23/34
Galileo and GPS will be interoperable and compatible. International Partners will be involved
actively in the Galileo programme.

Geo-coordinate standard

In February 1994 the ICAO Council adopted Amendment 35 to Annex 11 (Air Traffic
Services) and Amendment 28 to Annex 15 (Aeronautical Information Services) to the
Convention on International Civil Aviation which mandated the use of WGS 84 as the
common geodetic reference system for civil aviation with an applicability from 1 January
1998.

In March 1997 the ICAO Council adopted Amendment 29 to Annex 15 (Aeronautical

Information Services) to the convention on International Civil Aviation, which mandated the
use of the vertical component of WGS 84 with selective applicability from 5 November 1998.

What is WGS84?

The World Geodetic System 1984 (WGS84) is the geodetic reference system used by GPS.
WGS84 was developed for the United States Defense Mapping Agency (DMA), now called
NIMA (National Imagery and Mapping and Agency). The origin of the WGS84 framework is
also the earth’s centre of mass.

WGS 84 provides the basic reference frame (coordinate system), geometric figure for the
earth (ellipsoid), earth gravitational model, and means to relate positions on various
geodetic datums and systems for various operations and applications.

It should be noted that all GPS receivers compute and store coordinates in terms of
WGS84, then transform to other datums when information is displayed. Many GPS users
may have noted that although the local datum is selected for display, WGS84 values are
downloaded via their data cable to a computer.

WGS84 is also the default datum for many GIS software packages with data either being
stored in or transformed via WGS84.

RNP (Required Navigation Performance)

ICAO has endorsed the concept of Required Navigation Performance (RNP), in which a
specific navigation performance is defined, but no specific navigation equipment is required.
For en-route purposes currently four RNP "Types" have been defined (RNP1, RNP4/5,
RNP12.6/10, RNP20), where the type number indicates the containment value in miles.
RNP conceived by FANS committee defines navigation performance accuracy required for
operation within a defined airspace.

Under this concept aircraft will be certified or approved as meeting a certain RNP type.
There will no longer be a requirement for the carriage of specified navigation equipment; nor
will the navigation equipment used to achieve the performance criteria necessarily be the

CNS/ATM 24/34
same for all aircraft. Air traffic service providers will designate certain routes or airspace as
specific RNP routes or airspace. This will indicate to the users that State approval is
required for the operator to flight plan and fly within the designated route or airspace.

CNS/ATM 25/34
 SURVEILLANCE

Surveillance systems are set up for the air traffic control system to know where the aircraft is
and where it is heading. Position information from the surveillance system supports many
different ATC functions. Aircraft positions are displayed for the controller as he or she
watches over the traffic to ensure that aircraft do not violate separation criteria. A number of
techniques are available to obtain surveillance data such as:

i) Independent Surveillance (IS), provided by primary radar (PR);

ii) Co-operative Independent Surveillance (CIS), provided by secondary surveillance
radar (SSR) in its monopulse (M-SSR) and Mode S forms;
iii) Automatic Dependent Surveillance (ADS)

Primary Surveillance Radar, traditionaly used for Terminal or Approach Control, provides
range and bearing information of the targets to Air Traffic Control centre. Secondary
Surveillance Radar (Mode A/C), mainly used for En-route or Area Control, provides
identification and altitude information of an aircraft (equipped with SSR transponder) to Air
Traffic Control centre. The both systems jointly provide Four Dimension information to ATC.

CNS/ATM surveillance provides for an accurate and automated surveillance system by

overcoming technical limitations of the former systems. Surveillance uses SSR Mode-S
(Secondary Surveillance Radar Mode-S), VHF data-link or satellite link to send surveillance
information. A major information source is ADS (Automatic Dependent Surveillance), which
allows implementation of the Traffic Alert and Collision Avoidance System (TCAS).

Automatic Dependent Surveillance

Automatic Dependent Surveillance is a surveillance technique, which may be used in

conjunction with other surveillance techniques for delivering air derived information to users.

ADS-Broadcast (ADS-B)

The Automatic Dependent Surveillance Broadcast (ADS-B) Surveillance application allows

the transmission of on board data to air or ground based Users via a data link (e.g. Mode S
or VHF) using a broadcast Mode. The aircraft originating the broadcast has no knowledge of
which systems are receiving the broadcast. Any air- or ground-based User may choose to
receive and process this information
.
Surveillance Data which will be transmitted by ADS-B includes the airframe identification,
position, time, Figure-Of-Merit and emitter category. The addition of other potential Data
(such as the ground vector, air vector, short term intent, rate of turn and aircraft type) and
the use of an event driven transmission is possible in the future.

It allows an aircraft to intermittently broadcast position data without having any knowledge of
what ATS Unit, if any is receiving the data. ADS-B will allow for rapid update rates with

CNS/ATM 26/34
minimum data latency and may in some cases be used in lieu of conventional ground based
independent surveillance systems.

ADS-Contract (ADS-C)

ICAO defines ADS-C (or ADS-A) as a surveillance application in which an aircraft

automatically transmits data derived from on-board systems, via a data link (e.g. satellite or
VHF). The transmission of ADS data will be based on a contract between a ground system
and an aircraft. Various contracts are foreseen including demand, periodic and event driven.
Surveillance data which can be provided using ADS-C include the basic ADS message (e.g.
aircraft position, time, figure-of-merit and aircraft identification) and optional ADS information
(e.g. ground vector, air vector, projected profile, meteorological information, short term intent
and extended projected profile).

It allows an aircraft to send position data addressed to a specific ATS Unit at specified
intervals, or on the occurrence of a specific event, at the request of the ATS Unit. ADS-A is
not intended to supplant radar but rather to be used in those areas where procedural
separation is applied. It will replace manual position reporting in those areas.

Key benefits of enhanced surveillance systems are:

ƒ Enhanced flight safety

ƒ Imp[roved surveillance of air traffic in non-radar areas
ƒ Possible reduction of separation minima in non-radar airspace
ƒ Reduced delays
ƒ The accommodation of user preferred flight profiles
ƒ Increased ATC capacity
ƒ Efficient and economic aircraft operation

Traffic Information Service - Broadcast

TIS-B (Traffic Information Service - Broadcast) is a surveillance technique that provides

surveillance information from the ground to 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)

TIS-B Objects Of Interest (OoI´s) are the physical objects for which any TIS-B user may
require information, principally the aircraft and airport vehicles.

The broadcast traffic information (Tracks data for the Objects Of Interest) is derived from
one or more ground surveillance sources.

The related ground system originating the broadcast has no knowledge of which systems
are receiving the broadcast.

TIS-B is a supplement to ADS-B for Airborne Surveillance Applications (ASA) that:

ƒ can provide equipped users with the ability to receive the information of traffic that
cannot adequately be obtained directly via ADS-B. For example mobiles that are not
ADS-B equipped or the mobiles that are equipped on incompatible data links; and

CNS/ATM 27/34
 ƒ can also deliver equipped users with state information on all traffic (Full Picture)

The following are the major functional components involved by TIS-B system.
i) the ground acquisition functions of the surveillance data from the various sources
(radars, multilateration, Airport Surface Detection Equipment [ASDE] and ADS-B)
involved in the detection of the TIS-B Objects Of Interest,
ii) the Surveillance Data Processing & Distribution (SDPD) that will generate the
corresponding tracks,
iii) the TIS-B management and distribution function including the selection of the
appropriate role (Gap Filler/Full Picture), tracks and data items required and the
distribution (up-link) to the suitably equipped mobiles,
iv) the mobile acquisition function of the TIS-B data.

Airborne Collision Avoidance Systems (ACAS).

ACAS is designed to work both autonomously and independently of the aircraft navigation
equipment and ground systems used for the provision of air traffic services.

Through antennas, ACAS interrogates the ICAO standard compliant transponders of all
aircraft in the vicinity. Based upon the replies received, the system tracks the slant range,
altitude (when it is included in the reply message) and bearing of
surrounding traffic.

The main feature of ACAS is that it functions according to time criteria and not distance.
From several successive replies, ACAS calculates a time to reach the CPA (Closest Point of
Approach) with the intruder, by dividing the range by the closure rate. This time value is the
main parameter for issuing alerts and the type of alert depends on its value. If the aircraft
transmit their altitude, ACAS also computes the time to reach co-altitude.

ACAS can 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.

ACAS was officially recognized by ICAO on 11 November 1993. Its descriptive definition
appears in Annex 2; its use is regulated in PANS-OPS and PANS-RAC. In November 1995,
the Standards And Recommended Practices (SARPs) for ACAS II were approved, and they
appear in Annex 10.

Types of ACAS

CNS/ATM 28/34
 i) ACAS I provides TAs (no international implementation is planned at the ICAO level);
ii) ACAS II provides TAs, and RAs in the vertical plane; and
iii) ACAS III provides TAs, and RAs in both the vertical and horizontal planes.

As far as the equipment is concerned, only TCAS complies with ICAO ACAS standards,
TCAS I for the ACAS I standards and TCAS II for the ACAS II SARPs. No ACAS III
equipment currently exists, and none is likely to appear in the near future, because of
technical and operational difficulties, as being said by the experts.

Benefits

The implementation of ACAS II will improve flight safety, by providing a significant reduction
in the risk of mid-air, or near mid-air, collision by at least a factor 3. It can provide
operational safety benefits, particularly in the following circumstances:

i) Flight crew/Controller error

ii) Airspace management constraints
iii) FR/VFR traffic mix
iv) Technical on-board or ATC system failures

Required Total System Performance

The CNS/ATM based system is intended to be viewed as the total sum of individual
components such as airspace, flight operations, and the facilities and services provided. The
concepts of Required Communications Performance (RCP) and Required Surveillance
Performance (RSP) are being developed and are intended to form, along with RNP, the
basis of Required Total System Performance (RTSP). This may ultimately result in
quantitative measures being available for all elements of total system performance

CNS/ATM 29/34
 AIRBORNE SYSTEMS

Aircraft must be equipped for several functions to support implementation of CNS/ATM.

These are Airline Operational Control (AOC) datalink, Automatic Dependent Surveillance
(ADS), Air Traffic Control (ATC) datalink, Global Positioning System (GPS) integration,
Required Navigational Performance (RNP), and Required Time of Arrival (RTA).

Airline Operational Control Datalink

The AOC link gives airline data systems the ability to transmit new routes, position reports,
and updated winds through the datalink network.

Automatic Dependant Surveillance

The ADS function reports the current flight position via satellite or VHF datalink to the air
traffic controller or to the airline. This improves the surveillance of en-route aircraft.

Air Traffic Control (ATC) Datalink

This function replaces the tactical communication between the flight crew and air traffic
controller, allowing the flight crew to request deviations to, or replacements of, the filed flight
plan. The air traffic controller also has the ability to directly request tactical changes to the
aircraft flight plan.

Global Positioning System Receiver

This improvement provides a more accurate position for en-route operations and some
approach operations. The navigation system must demonstrate that it can meet the required
navigational performance criteria.

Required Navigational Performance

RNP criteria address accuracy, integrity and availability as set forth in CNS/ATM. The actual
navigation performance is constantly monitored; if it exceeds the required navigational
performance, the flight crew is alerted so that they can compensate for a situation in which
they have less accurate information than the route requires.

Required Time of Arrival

This gives the flight crew the ability to assign a time constraint to a waypoint, allowing the
aircraft to cross a latitude or longitude at a specified time. The cruise speed is automatically
adjusted to achieve that time, plus or minus 30 seconds. If the RTA is not possible, the flight
crew is notified with a visual alert.

Beside above number of traditional communication and surveillance equipment such as

SSR transponder are also to be carried out on board. But following are some major systems
that will revolutionize the working of a pilot in command.

CNS/ATM 30/34
Cockpit Display of Traffic Information (CDTI)

CDTI will provide the position (latitude, longitude, and altitude) and heading data for nearby
aircraft. These data are displayed in the cockpit to augment the "see and avoid" concept.
This data link capability can be achieved by using either an ground-based CDTI or an air-to-
air CDTI. The benefit of using ground-based CDTI is that VFR aircraft can be displayed. The
air-to-air application is independent from the ground system and, thereby, avoids problems
with ground system availability and capacity. The CDTI functionality is planned to be
demonstrated through two prototype implementations: helicopters servicing oil rigs in the
Gulf of Mexico (GOMEX ) and monitoring of aircraft in secure airspace during the Atlanta
Olympics.

FMCS ( Flight Management Computer System )

The Flight Management Computer System (FMCS), in conjunction with other interfacing
equipment in the aircraft, forms an integrated, full-flight regime control and information
system which provides automatic navigation, guidance, map display, and in-flight
performance optimization. It reduces cockpit workload by eliminating many routine tasks
and computations normally performed by the flight crew. The system operates continuously
at all times if properly initialized. It can be coupled to the autopilot, flight director, and
autothrottle to provide guidance through integrated commands for controlling roll, pitch and
engine thrust and provides course guidance for RNP/RNAV operations.

The major functions of the integrated FMCS are:

ƒ Storage of navigation, aerodynamic, and engine data with provisions for routine
updating of the navigation data base on a 28 day cycle
ƒ Provisions for centralized data entry for alignment of the inertial reference units
ƒ Means for entry, storage and in-flight modification of a complete flight plan from the
departure gate to the destination runway via company routes, SIS's STAR's airways,
and named or pilot-defined waypoints
ƒ Means for entry of performance optimization and reference data including gross
weight, winds aloft, ISA temperature deviation, fuel reserves ,cost index, and
computations of the optimum vertical profile utilizing this data plus the entered route
ƒ Transmission of data to generate a map of the route on the Horizontal Situation
Indicator, including relative positions of pertinent points such as navaids, airports,
runways, etc.
ƒ Calculation of the aircraft's position and transmission of this information for display
on the moving map and Control Display Unit (CDU)
ƒ Capability to select VOR/DME stations which can yield a more accurate estimate of
airplane position then the inertial reference sensors and tune the receivers
accordingly
ƒ Capability to blend GPS and DGPS positions which will yield the most accurate
estimate of airplane position

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 ƒ Capability to transmit pitch, roll, and thrust commands to the autopilot, autothrottle,
and flight director to fly an optimum vertical flight profile for climb, cruise, decent and
approach while simultaneously following the lateral portion of the flight plan

Multi-Mode Receiver (MMR)

The MMR is installed in-place of the current individual ILS/VOR/MLS radios in the aircraft's
avionics bay. The MMR provides aircraft operators with a modular upgrade path to
advanced navigation technology including GPS LAAS/WAAS. Currently there are over 7,000
MMR's on order or delivered for air transport aircraft.

Collision Avoidance Systems:

ACAS (Airborne Collision Avoidance System), which is an ICAO (International Civil

Aviation Organisation) standard, is intended to improve safety by acting as a last resort tool
for preventing collisions or near collisions. By utilising SSR (Secondary Surveillance Radar)
technology, the system operates independently of ground-based aids and ATC. ICAO
recommends the carriage of ACAS II all over the world (ICAO, 1997a).

Currently the TCAS (Traffic Alert and Collision Avoidance System) equipment is the only
available implementation of an ACAS. The existing TCAS II version 6.04A does not comply
fully with ACAS II SARPs (Standards And Recommended Practices). However, the MOPS
(Minimum Operational Performance Standards) for the forthcoming version, TCAS II version
7.0, will be ACAS II SARPs compliant.

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 CONCLUSION

In nutshell CNS/ATM involve the following main standards/systems.

Communication

Voice/Data links, Aeronautical Mobile Satellite system, Mode-S Secondary Radar,

Aeronautical Telecommunication Network.

Navigation

Area Navigation/Required Navigation Performance (RNP), Global Navigation Satellite

System (GNSS), Microwave Landing System.

Surveillance

Automatic Dependance Surveillance (ADS), Secondary Surveillance Radar Mode A/C and
Mode S.

FANS IS NO MORE A FUTURE AIR NAVIGATION SYSTEM

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 BIBLIOGRAPHY

Books and Publications

ƒ Global Plan for CNS/ATM.

ƒ National CNS/ATM Plan.
ƒ Manual of ATS data link Applications by ICAO.
ƒ Manual of SSR systems by ICAO.
ƒ ICAO Document 9705
ƒ Global Air Traffic Safety Plan of ICAO
ƒ Aeronautical Telecommunications: Annexure 10 to the Convention on International
Civil Aviation.
ƒ Air Traffic Services: Annexure 11 to the Convention on International Civil Aviation.
ƒ Aeronautical Information Services: Annexure 15 to the Convention on International
Civil Aviation.
ƒ Datalink Manual
ƒ Manual on the implementation of HFDL
ƒ A Guide to GNSS in Europe
ƒ WGS 84 Implementation Manual by EUROCONTROL and IFEN
ƒ Augmentation of GPS/LAAS with GLONASS by P. Misra, M. Patt and B. Burke (MIT:
Lincoln Lab)

Websites:

• http://www.icao.int
• http://www.eurocontrol.int
• http://gps.faa.gov/index.htm
• http://www.airforce.forces.ca/
• http://www.gpsworld.com
• http://www.navsource.com
• http://www.ainonline.com/index.html
• http://www.lba.de/english/trchnical/technical.htm
•

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