by JOY N.

HERMOSILLA, PECE # 00203 Air Navigation System Specialist Manila Approach Radar Civil Aviation Authority of the Philippines

Air Navigational Tools

Objectives: To learn the basics of electronic Air Navigational tools. To learn its purpose. To learn on the future of electronic Navigational tools.

Air Navigational Tools

Introduction Electronic navigational tools were used to determine the position of an aircraft relative to a fixed position on the ground. Pilots can navigate by using rate and time relationship.

Air Navigational Tools

Three Methods of Navigation 1. Rho Theta measuring distance and bearing information.
North

Air Navigational Tools

2. Rho Rho Rho measuring 3 distance information.

1 3 2

Air Navigational Tools

3. Theta Theta Navigation measuring bearings to two or more ground stations.
North 1 3 2

Instrument Landing System (ILS)

Assist the pilot in positioning the aircraft for landing

under low visibility conditions. A VHF/UHF radio navigational aid that provide two radio beams which can be used as an ideal flight path. Two transmitters are located at the runway:
Localizer Provides azimuth. Glide Slope Provides elevation information.

Both transmitters radiates two electromagnetic energy

patterns that overlaps one another.

Instrument Landing System (ILS)

The emission patterns of

the localizer and glide slope signals

The narrow area of overlap

defines the ideal flight path by providing: Azimuth Approximate range Elevation reference Localizer frequency range: 108-112MHz Spaced at 50KHz with fc of odd frequencies.

Instrument Landing System (ILS)

Glide Slope frequency range: 328 336MHz Localizer and Glide Slope frequencies are paired. At the cockpit, the pilot sets the Localizer frequency

and the system will automatically set the Glide Slope. Front Course Approach the combination of Localizer and Glide Slope.
Fly to the needle.

At the back course, Glide slope is absent. Fly away from the needle.

MARKER BEACON
Outer Marker- a transmitter antenna located about

6miles from the end of the runway that gives distance information.
Transmits vertical cone (elliptical) signal at 75MHz. The modulation is repeated Morse-style dashes of a

400 Hz tone. The cockpit indicator is a blue lamp that flashes in unison with the received audio code.

MARKER BEACON
Middle Marker located 3500ft away from the

threshold.

It is modulated with a 1.3 kHz tone as alternating Morse-

style dots and dashes at the rate of two per second. The cockpit indicator is an amber lamp that flashes in unison with the received audio code.

Inner Marker - Ideally at a distance of approximately

1,000 ft (300 m) from the threshold.

The modulation is Morse-style dots at 3 kHz. The cockpit indicator is a white lamp that flashes in

unison with the received audio code.

MARKER BEACON

Instrument Landing System (ILS)

Instrument Landing System (ILS)

Mixer RF IF Audio Det. 90Hz Filter 150Hz Filter Flag

Loc. OSC

Deviation

MICROWAVE LANDING SYSTEM

MLS employs 5GHz transmitters at the landing place

which use passive electronically scanned arrays to send scanning beams towards approaching aircraft. An aircraft that enters the scanned volume uses a special receiver that calculates its position by measuring the arrival times of the beams. Is an all-weather, precision landing system originally intended to replace or supplement the Instrument Landing System (ILS).
A wide selection of channels to avoid interference with

other nearby airports (200 channels). Excellent performance in all weather. A small "footprint" at the airports.

MICROWAVE LANDING SYSTEM

MLS used a single frequency, broadcasting the azimuth and altitude information one after the other.

MICROWAVE LANDING SYSTEM

The system may be divided into five functions: Approach azimuth Back azimuth Approach elevation Range Data communications Approach azimuth guidance - The azimuth station transmits MLS angle and data on one of 200 channels within the frequency range of 5031 to 5091 MHz and is normally located about 1,000 feet (300 m) beyond the stop end of the runway.

MICROWAVE LANDING SYSTEM

The azimuth coverage: Laterally, at least 40 degrees on either side of the runway centerline in a standard configuration. In elevation, up to an angle of 15 degrees and to at least 20,000 feet (6 km), and in range, to at least 20 nautical miles (37 km).

MICROWAVE LANDING SYSTEM

Elevation guidance The elevation station transmits signals on the same frequency as the azimuth station. Located about 400 feet from the side of the runway between runway threshold and the touchdown zone.

MICROWAVE LANDING SYSTEM

Range guidance The MLS Precision Distance Measuring Equipment (DME/P) functions the same as the navigation DME, but there are some technical differences. The beacon transponder operates in the frequency band 962 to 1105 MHz and responds to an aircraft interrogator. The MLS DME/P accuracy is improved to be consistent with the accuracy provided by the MLS azimuth and elevation stations. A DME/P channel is paired with the azimuth and elevation channel.

MICROWAVE LANDING SYSTEM

Data communications The data transmission can include both the basic and auxiliary data words. All MLS facilities transmit basic data. Where needed, auxiliary data can be transmitted. MLS data are transmitted throughout the azimuth (and back azimuth when provided) coverage sectors. Representative data include: Station identification, Exact locations of azimuth, elevation and DME/P stations, Ground equipment performance level, DME/P channel and status.

MICROWAVE LANDING SYSTEM

Auxiliary data content: 3-D locations of MLS equipment. Waypoint coordinates. Runway conditions and Weather etc.

VHF OMNIDIRECTIONAL RANGE

Is a type of radio navigation system for aircraft. A VOR ground station broadcasts a VHF radio

composite signal including the station's identifier in Morse code (and sometimes a voice identifier). The data allows the airborne receiving equipment to derive a magnetic bearing from the station to the aircraft. The intersection of two radials from different VOR stations on a chart allows for a "fix" or approximate position of the aircraft.

VHF OMNIDIRECTIONAL RANGE

VHF OMNIDIRECTIONAL RANGE

VHF OMNIDIRECTIONAL RANGE

An aircraft could follow a specific path from station to

station by tuning the successive stations on the VOR receiver. Then either following the desired course on a Radio Magnetic Indicator, or setting it on a Course Deviation Indicator (CDI) or a Horizontal Situation Indicator (HSI, a more sophisticated version of the VOR indicator) and keeping a course pointer centered on the display.

VHF OMNIDIRECTIONAL RANGE

VORs are assigned radio channels between 108.0 MHz

and 117.95 MHz (with 50 kHz spacing); this is in the VHF range. The VOR uses the phase relationship between a reference-phase and a rotating-phase signal to encode direction. The carrier signal is Omni-directional and contains an amplitude modulated (AM) station Morse code or voice identifier. The reference 30 Hz signal is frequency modulated on a 9960 Hz sub-carrier.

VHF OMNIDIRECTIONAL RANGE

VHF OMNIDIRECTIONAL RANGE

A second, amplitude modulated (AM) 30 Hz signal is

derived from the rotation of a directional antenna array 30 times per second. Although older antennas were mechanically rotated, current installations scan electronically to achieve an equivalent result with no moving parts. When the signal is received in the aircraft, the two 30 Hz signals are detected and then compared to determine the phase angle between them. The phase angle is equal to the direction from the station to the aircraft, in degrees from local magnetic north, and is called the "radial."

VHF OMNIDIRECTIONAL RANGE

OBS

Omni Bearing Selector. In the illustration on the right, notice that the heading ring is set with 360 degrees (North) at the primary index. The needle is centered and the To/From indicator is showing "TO".

VHF OMNIDIRECTIONAL RANGE

In many cases the VOR stations have co-located DME

(Distance Measuring Equipment) or military TACAN (TACtical Air Navigation). A VOR radial with DME distance allows a one-station position fix. VORTACs and VOR-DMEs use a standardized scheme of VOR frequency.

DISTANCE MEASURING EQUIPMENT

Distance

measuring equipment (DME) is a transponder-based radio navigation technology that measures distance by timing the propagation delay of VHF or UHF radio signals (Int:1025 to 1150 MHz, Xponder: Tx,962 to 1150 MHz; Rx, 962 to 1213 MHz). Aircraft use DME to determine their distance from a land-based transponder by sending and receiving pulse pairs - two pulses of fixed duration and separation. DME is similar to Secondary Surveillance Radar (SSR), except in reverse. DME can be co-located with VOR, ILS, or MLS.

DISTANCE MEASURING EQUIPMENT

The

DME system is composed of a UHF transmitter/receiver (interrogator) in the aircraft and a UHF receiver/transmitter (transponder) on the ground. The aircraft interrogates the ground transponder with a series of pulse-pairs (interrogations). The ground station replies with an identical sequence of reply pulse-pairs with a precise time delay (typically 50 microseconds). The DME receiver in the aircraft searches for pulsepairs (X-mode= 12 microsecond spacing) with the correct time interval between them.

DISTANCE MEASURING EQUIPMENT

The correct time between pulse pairs is determined by

each individual aircraft's particular interrogation pattern. The aircraft interrogator locks on to the DME ground station once it understands that the particular pulse sequence is the interrogation sequence it sent out originally. Once the receiver is locked on, it has a narrower window in which to look for the echoes and can retain lock.

 Slant Distance is the

DISTANCE MEASURING EQUIPMENT

measured distance between DME transponder station and aircraft interrogator. Slant Distance =
(Ttot-50sec)/2(12.36), NM

Accuracy : 0.1NM,

about 185m.

Surveillance System
Primary Surveillance Radar (PSR) The radar transmitter sends out a pulse of radio energy, of which a very small proportion is reflected from the target aircraft back to the radar receiver. The orientation of the radar antenna provides the bearing of the aircraft from the ground station. The time taken for the pulse to reach the target and return provides a measure of the distance of the target from the ground station. The bearing and distance of the target then displayed to the Air Traffic Controller.

Surveillance System

Surveillance System

Surveillance System
Secondary Surveillance Radar (SSR) The purpose of this system is to improve the ability to detect and identify aircraft while it additionally provides automatically the Flight Level (pressure altitude) of a flight. An SSR continuously transmits interrogation pulses as its antenna rotates, or is electronically scanned in space. A transponder on an aircraft that is within line-of-sight 'listens' for the SSR interrogation signal and sends back a reply that provides aircraft information. The reply sent depends on the mode that was interrogated.

Surveillance System
Secondary Surveillance Radar (SSR) The aircraft is then displayed as a tagged icon on the controller's radar screen at the calculated bearing and range. An aircraft without an operating transponder still may be observed by primary radar, but would be displayed to the controller without the benefit of SSR derived data. A cross-band beacon is used, which simply means that the interrogation pulses are at one frequency (1030 MHz) and the reply pulses are at a different frequency (1090 MHz).

Surveillance System
Secondary Surveillance Radar (SSR) The SSR interrogation format (sometimes called

uplink format) is very simple. Consisting of two pulses (P1 and P3) of 0.8 s width which are separated by a certain time that determines the mode of interrogation. P2 is used for side lobe suppression.

Surveillance System
T P1 P2 P3

Surveillance System
Military Mode 1: T=3(0.2)sec. used to support 32 military identification codes (although 4096 mode 1 codes could also be used). Normally, the 32 codes could be used to indicate role / mission / type. However, this mode itself is not in common use in a normal peacetime environment. Military Mode 2: T=5(0.2)sec. provides 4096 ID codes for military use (as for mode A). Normally used to identify an individual aircraft airframe.

Surveillance System
Military Mode 3/ Civil Mode A: T=8(0.2)sec. Provides 4096 ID codes for civil / military use. Normally, the 32 codes could be used to indicate role / mission / type. The commonly used mode. Civil Mode B: T=17(0.2)sec. Originally defined but never been used. Civil Mode C: T=21(0.2)sec. Pressure Altitude Extraction.

Surveillance System
Civil Mode D: T=25(0.2)sec. Not Used. Mode S: Selective Unique Interrogation. providing an individual address capability (24-bit addresses are allocated to every airframe by their registering authority). Increase in data integrity by the use of a parity check mechanism.

Surveillance System

Surveillance System
Side Lobe Suppression P2 comparison

Future of Air Navigation System

Communication Improvements This involved a transition from voice communications to digital communications. Aircraft Communications Addressing and Reporting System (ACARS) is the medium used. An application was hosted on the airplane known as Controller Pilot Data Link Communication (CPDLC).

Future of Air Navigation System

Navigation Improvements This involves a transition from Inertial Navigation to Satellite Navigation using the GPS satellites and WAAS. Surveillance Improvements This involves the transition from voice reports (based on inertial position) to automatic digital reports. FANS procedural control The improvements to CNS allow new procedures which reduce the separation standards for FANS controlled airspace.