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Air traffic management

a guide to
global
Global surveillance surveillance
Although widely deployed Primary and Secondary Radars are
considered as highly proven equipment, more recent technologies
such as Automatic Dependent Surveillance - Broadcast (ADS-B) and
Wide Area Multilateration (WAM) offer today mature alternatives to
secondary radars.

Choosing a surveillance solution adapted to your current and future


operational needs, your ATM environment and your budget is not easy.

The objective of this booklet is to present the different surveillance


sensors available on the market, interfaces with automation systems,
real case studies and the Global Surveillance concept by Thales. This
booklet will show you how the Global Surveillance concept can help
you meet tomorrow’s traffic flows and your objectives for even higher
safety, enhanced efficiency and lower costs.
AIR TRAFFIC MANAGEMENT

A GUIDE TO

GLOBAL
SURVEILLANCE
INTRODUCTION

Every day millions of planes take off to the skies. Air traffic controllers on the ground make sure these millions of planes fly
safely and efficiently together. Surveillance solutions are the “eyes” of air
That means millions of passengers on-board traffic controllers, illuminating the skies to show what and who is there.
Surveillance is not what it used to be a few years ago. Solutions exist today
expecting to arrive at their destination safely,
that make surveillance possible in the most difficult of environments, solutions
quickly and without delays. that are making air traffic control more accurate, safer and efficient.
Today you can choose from traditional radar solutions as well as new
surveillance technologies such as multilateration and automatic dependent
surveillance. Although you may hear that some solutions outweigh others, the
truth is that no one solution fits all. A solution that delivers exceptional results
in a complex approach area may prove to be less effective for mountainous
areas. You may even find that it is in combining surveillance technologies that
you will achieve optimal results.

You need a surveillance solution adapted to your environment, your traffic


(current and forecast) and your budget. A solution ready to meet tomorrow’s
traffic flows whilst meeting your quests for higher safety, enhanced efficiency
and lower costs.
This booklet will introduce you to global surveillance. Discover the different
technologies that are out there; what they do well and what they are less
good at. Take a look at how some countries are already getting the best from
their surveillance solution. And rest assured, you don’t have to be an expert
to understand. This booklet is plain and simple; no fancy technical words, no
complicated diagrams, just plain English and pictures.
Get the global picture on surveillance and make sure your choice is a wise one.

2 3
Contents
1 SURVEILLANCE NEEDS & REGULATIONS 6
1.1 Why do we need surveillance? 8
1.2 Regulation: who says what? 9

2 SURVEILLANCE TECHNOLOGIES 12
2.1 Primary Surveillance Radar (PSR) 14
2.2 Secondary Surveillance Radar (SSR) 16
2.3 Multilateration 18
2.4 Automatic Dependent Surveillance – Broadcast (ADS-B) 20
2.5 Automatic Dependent Surveillance – Contract (ADS-C) 22
2.6 Summary of sensor surveillance technology 24
2.7 Applications of sensor surveillance technology 26
2.8 Data provided by each surveillance technology 27
2.9 Tracking system 28

3 GLOBAL SURVEILLANCE 30
3.1 Why Global Surveillance? 32
3.2 Global Surveillance Solutions 33
3.3 Rationalisation 36
3.4 Simulation and Validation tools 40

4 CASE STUDIES 42
4.1 Frankfurt, Wide Area Multilateration system 44
REFERENCES 4.2 USA, Nationwide ADS-B coverage 45
4.3 Australia 46
• Project ID 15.04.232: Assessment of Surveillance technologies • Towards Multistatic Primary Surveillance Radars,
- P15.04.01-D04 Assessment of Surveillance technologies M. Moruzzis, ESAVS2010, Berlin 16-18 March 2010 4.4 Mexico 46
• EUROCONTROL Specification for ATM Surveillance System • EUROCONTROL Standard Document for Radar Surveillance
Performance in En-Route Airspace and Major Terminal Areas. SUR.ET1.
4.5 Namibia 47
• ICAO - ADS-B Study and Implementation Task Force - ST01.1000-STD-01-01 (Version 1.0, March 1997).
Comparison of Surveillance Technologies, Greg Dunstone & • European Mode S Station Functional Specification, 5 SUPPORT SERVICES 48
Kojo Owusu, Airservices Australia, 2007 EUROCONTROL, Edition 3.11, Ref: SUR/MODES/EMS/SPE-01
• Baud, O.; Honoré, N. & Taupin, O. (2006). Radar / ADS-B data • “TECHNICAL SPECIFICATION FOR A 1090 MHz EXTENDED 6 MAJOR R&D PROGRAMMES 50
fusion architecture for experimentation purpose, ISIF’06, SQUITTER ADS-B GROUND STATION”, Eurocae ED 129, Draft
9th International Conference on Information Fusion, pp. 1-6, May 2010
7 INNOVATION 52
July 2006. • TECHNICAL SPECIFICATION FOR WIDE AREA 7.1 Windfarm Compliant Radars 54
• Baud, O.; Honoré, N. ; Rozé, Y. & Taupin, O. (2007). Use MULTILATERATION (WAM) SYSTEM, Eurocae Document ED-
of downlinked aircraft parameters inenhanced tracking 142, draft V1.0, June 2010. 7.2 Bird detection 56
architecture, IEEE Aerospace Conference 2007, pp. 1-9, • ATM MASTERPLAN: The ATM Deployment Sequence, D4,
March 2007 SESAR Definition Phase, ref : DLM-0706-001-02-00-January 7.3 Foreign Object Debris Detection 58
• Generic Safety Assessment for ATC Surveillance using Wide 2008
Area Multilateration Volume 2, EUROCONTROL, Ed. 6.0., 22 • http://www.ofcm.gov/mpar-symposium/index.htm
7.4 Wake-Vortex detection 59
September 2009
• Multi-Static Primary Surveillance Radar – An examination
• http://www.casa.umass.edu/ 7.5 Weather hazards detection 60
• Technical Provisions for Mode S Services and Extended
of Alternative Frequency Bands, ROKE MANOR (for
Squitter, ICAO, Ref. Doc 9871 7.6 MultiStatic Primary Surveillance Radar 61
EUROCONTROL), July 2008, Issue 1.2, Report n°72/07/R/376/U
• http://www.eurocontrol.int/

Acronyms and Terminology 62

4 5
1 SURVEILLANCE NEEDS
& REGULATIONS

1.1 Why do we need surveillance? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8


1.2 Regulation: who says what? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

6 7
1 SURVEILLANCE NEEDS
& REGULATIONS

1.1 Why do we need surveillance? The Fundamentals of Surveillance:


Air Traffic Control is a service that reg- Surveillance is a key function of air
ulates air traffic, preventing collisions traffic control. Surveillance systems Ensure aircraft are safely seperated:
between aircraft, collisions between are the “eyes” of air traffic controllers; Operational  .g. 5 NM Seperation for En-Route
E
aircraft and obstructions on the they show who is in the sky, where surveillance areas, 3NM Seperation
Aim for Approach, 50 NM in Oceanic En-routes
ground, and expediting and maintain- they are and when they were there.
ing the orderly flow of traffic. Air Traf- They are at the beginning of the air without surveillance means…
fic Control is provided by Air Traffic traffic control process. Surveillance
Controllers who rely on air traffic con- systems detect aircraft and send de-
trol systems to safely and efficiently tailed information to the air traffic
guide aircraft from gate to gate. control system allowing air traffic con- Detect, localise, identify all aircraft:

The airspace can be divided into the trollers to safely guide the aircraft. Air Technical  ith a given probability: e.g. > 97%
W

following different divisions of con- traffic control is not possible without Requirements  ith a given horizontal accuracy: e.g. < 50m
W
surveillance systems mainly in highly  ith a specified update rate: e.g. < 4 sec
W
trol:
dense air traffic areas.
 round/Aerodrome control:
G
Control Tower Surveillance is most widely provided
by primary and secondary radars.
 erminal/Approach: aircrafts
T
However new surveillance technolo-
landing and taking-off. Controllers
work in the Terminal/Approach
gies such as GPS-based ADS systems
and multilateration are progressively
1.2 Regulation: who says what?
Control Centre.
being deployed.
E
 n-route: aircrafts at a medium to The International Civil Aviation Or- M
 ultilateration will be a superior
high altitude. En-route controllers ganization (ICAO) defines an aero- replacement for Secondary
work in an Area Control Centre nautical surveillance system as one Surveillance Radar (SSR) 2 in
(ACC). that “provides the aircraft position terminal airspace.
and other related information to ATM S
 upport SSR Mode S over SSR
and/or airborne users” (ICAO Doc Mode A/C 3 where radar must be
TWR: APP ACC 9924 (Ref Doc. 25)). established or replaced.
(Airport Surface Surveillance) (TMA surveillance) (en-route surveillance) The traditional ICAO approach is to S
 upport implementation of
“define the signal in space for various ADS-B OUT4 based on Mode S
technical systems to ensure interop- Extended Squitter (1090ES) data
erability and leave to States to decide link to supplement and eventually
which system(s) should be imple- replace radar, and in non-radar
mented in their airspace.” airspace if traffic could benefit
IATA has outlined the following sur- from ATC surveillance.
veillance requirements:
 o airline requirement for using
N
Primary Surveillance Radar (PSR)1
ACC: Area Control Centre
technology
APP: Approach Control
TMA: Terminal Manœuvring Area
1
Refer to Chapter 2.1 2
Refer to Chapter 2.2 3
Refer to Chapter 2.4 4
Refer to Chapter 2.4
TWR: Tower Control

8 9
IATA has also outlined regional
requirements as follows:

NORTH AMERICA
EUROPE
• Existing surveillance infrastructure will remain in place until 2020
• Until 2020+, at least one layer of ATM ground surveillance should be
• Migration to ADS-B as primary means of surveillance by 2020 an co-operative independent surveillance to meet safety requirements
• Reduced secondary surveillance network (after 2020)
• PSR is required in TMAs to cater for failed avionics in a critical phase of flight.
• Retain all en route beacons
• Retain limited set of terminal beacons at OEP/High Density Terminals
• Terminal primary radars are retained as safety backup.

CARIBBEAN & SOUTH AMERICA


Medium term (2010-2015)
• SSR Mode S surveillance in high density
ASIA PACIFIC
• Increase of Ground implementation for ADS-B to fill
en route and terminal areas not covered with radar • Maximise the use of ADS-B on major air routes and in terminal areas,
and to strengthen surveillance in areas covered with use of ADS-B for ATC separation service;
SSR Modes A/C and S. • Reduce the dependence on Primary Radar for area surveillance;
• Wide area multilateration (WAM) implementation as a possible transition path • Air routes: using ADS-B and Mode S SSR based on operational requirements;
to ADS-B environment in a shorter timeframe.
• Make full use of SSR Mode S capabilities where radar surveillance is used
• ADS-C surveillance in all oceanic and remote airspace.
• Make use of ADS-C where technical constraint or cost benefit analysis does not
Long term (until 2015-2025) support the use of ADS-B, SSR or Multilateration;
• Old SSR Mode A/C radars won’t be replaced anymore. • Make use of Multilateration for surface, terminal and area surveillance where
• ADS-B or multilateration systems will fully replace those decommissioned SSRs. appropriate as an alternative or supplement to other surveillance systems.

10 11
2 Surveillance
Technologies

2.1 Primary Surveillance Radar (PSR) . . . . . . . . . . . . . . . . . . . . . . . . . . . 14


2.2 Secondary Surveillance Radar (SSR) . . . . . . . . . . . . . . . . . . . . . . . . 16
2.3 Multilateration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
2.4 Automatic Dependent Surveillance – Broadcast (ADS-B) . . 20
2.5 Automatic Dependent Surveillance – Contract (ADS-C) . . . 22
2.6 Summary of sensor surveillance technology . . . . . . . . . . . . . . . 24
2.7 Applications of sensor surveillance technology . . . . . . . . . . . . 26
2.8 Data provided by each surveillance technology . . . . . . . . . . . 27
2.9 Tracking system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

12 13
2.1 Primary Surveillance Radar (PSR)
The PSR is used mainly for Approach and sometimes
for En-route surveillance. It detects and position aircraft.

The PSR is used mainly for Approach


and sometimes for En-route surveil-
Only the position of the aircraft can be
determined. The aircraft is not identi-

We are investing in what we believe
is the most advanced technology
lance. It detects and position aircraft. fied. available on the market today.
The new radar systems are fully
Think of a PSR as working in the same Used mainly around airports, the ra-
compliant with International Standards
way as an echo. Equipped with a con- dar is also used in certain countries
and will further strengthen the safety
tinually rotating antenna, the PSR for en-route surveillance.


of the Belarussian airspace.
sends out a beam of energy. When The undisputable advantage of the
that beam of energy hits an aircraft, PSR is that it detects all aircraft in Leonid Churo, DG Belaeronavigatsia,
it is reflected back to the radar, like an range regardless of aircraft on-board 09/02/2011
echo. By measuring the time it takes equipment. This is referred to as inde-
for the beam to be reflected back and pendent surveillance. This means that
the direction the reflection comes no aircraft can remain invisible to air
from, the primary surveillance radar traffic controllers. This is the only type
can determine the position of the air- of technology today to offer this level
craft. The position is sent to the air of safety and security.
traffic control system where it is dis-
played to the air traffic controller as a
radar blip.

PROS A glance at STAR2000


 additional onboard equipment
No and TRAC2000N
is required for detection Thales’s STAR2000, primary surveillance
radar and TRAC2000N, primary en-route
)

 an be used for ground


C
)
) )

surveillance radar, provide independent surveillance


)

for approach, extended approach


)

High data integrity level


)

) )
) )

and en-route areas.


) )

Reflection  ow infrastructure costs = one site


L
) ) )
) )

) )

installation Designed for the densest of air traffic


Transmitted
)

Signal Weather information situations, Thales’s primary radars


) )

)
) )

ATC Display System guarantee an extremely high availability.


) )
) )

CONS Detection range capabilities reach up


) ) )

to 100NM and 230NM for the STAR2000


) ) )

A
 ircrafts not identified
) )

and TRAC2000N respectively.


)
) ) )

L
 imited range
) )

TRK 002
Proven technology operational
) )

TRK 001
)

L
 ow update rate in over 100 countries worldwide,
)
) )

the STAR2000 and TRAC2000N can be


)

M
 ountainous areas to be avoided
)
)

deployed stand-alone or co-mounted


)

E
 quipment Cost with a secondary surveillance radar.
Primary Radar
Aircraft
Ground Station Surveillance
Data Report
Processor

14
2.2 Secondary Surveillance Radar (SSR)
The SSR is used for Approach and En-route surveillance. It detects
and positions aircraft and receives additional information such as their


identity and altitude.
… Nigeria’s airspace is now totally
Contrary to the PSR, the SSR requires rely on the transponder for the posi- covered by radar as a result of
aircraft to be fitted with a transpon- tion of the aircraft. It determines this the Total Radar Coverage of the
der onboard. With its continually ro- itself by measuring the time it takes Nigerian Airspace Project (TRACON).
tating antenna, the SSR will send out for the beam to be reflected back to What this means is that we now
an energy beam which will interrogate the radar and the direction the reflec- have the technology to reduce air
aircraft. When the energy beam hits tion comes back from. The SSR then disasters to the barest minimum and
an aircraft, a coded reply will be sent transmits all this information to the to police and protect Nigeria’s airspace A glance at RSM970S
back to the radar. This reply contains air traffic control system where it is


from unauthorized entry. With more than 250 operational
the aircraft’s identification, its alti- displayed as an aircraft label. Second- references in over 50 countries, the RSM
tude and, depending on the type of ary radars transmit pulses on 1030 Goodluck Jonathon, President 970 S secondary surveillance radar
transponder on board, additional in- Mhz to trigger transponders installed of the Federal Republic of Nigeria, is the cutting-edge of radar technology,
formation. However, the SSR does not in aircraft to respond on 1090 Mhz. 22/10/2010 giving controllers total support in dense
air traffic situations.
Thirty years of experience in the field
of MSSR/Mode S give Thales the unique
capability to propose the RSM 970 S,
the higher performance sensor
that gives controller total support
PROS in severe air traffic situations. The
Mode S functions cover the selective
Identity and altitude of targets interrogation, the elementary/enhanced
are detected as well as the range surveillance and full data link.
)
)
) )

and azimuth
)

The RSM970S has full Mode S


 ess sensitive to interferences
L
)

functionalities, validated by ICAO and


)

than primary radar


) )
) )

Eurocontrol, making Thales ‘radar


) )

Transponder Reply
) ) )

(1090 MHz)  overs a larger range


C solution a secure investment for ANSPs.
) )

) )

Interrogation
than the primary radar
(1030 MHz)
)
) )

 ode S introduces the air-to-ground


M Mode A/C/S
) )
) )

data link
) )

The information sent by an aircraft depends


) ) )

on the transponder onboard. If an aircraft


)

Medium data integrity level


has a Mode A/C transponder, the coded
) ) )

)
) )

ATC Display System reply will contain the aircraft’s identification


CONS
)

and its altitude. This was all good and well


) ) )

) )

until air traffic increased and radars were


) )
)

D
 oes not work for ground getting mixed up due to overlapping signals.
With Mode A/C, when a radar sends out
)
) )

surveillance
an interrogation, all aircraft in range reply.
)

YZ 456
)

Therefore, Mode S was introduced which


)

FL 300 C
 onfusion issues related to
)

AB 123
gives each aircraft its own unique worldwide
FL 280
the use of Mode A/C
address (24-bit aircraft address) for selective
interrogation and to acquire downlinked
H
 igh latency and low update rate
Aircraft Identification (commonly referred
to as Flight ID). This fundamental concept
is called Mode S Elementary Surveillance
(ELS). Mode S also allows aircraft to send more
SSR Ground Surveillance information to the radar.
Station Data Aircraft
Processor Report A more recent concept for Mode S is
the Mode S Enhanced Surveillance (EHS).
It consists of Mode S ELS supplemented by
the extraction of downlink aircraft parameters
(DAPs) for use in the ground air traffic
management (ATM) systems.

16
2.3 Multilateration
Multilateration can be used for ground, terminal approach and en-route
surveillance. It detects positions and identifies aircraft and can receive

This new surveillance sensor technology
supplies enhanced surveillance data
additional information. to controllers to ease their daily
operational work,” “It provides more
A multilateration system is composed hyperbolic surfaces whose differ- flexibility to feed aircraft into
of several beacons which receive the ence in distance to these beacons is the approach area around Frankfurt
signals which are emitted by the air- constant are determined. The aircraft Airport, which helps to fulfil the
craft transponder. position is at the intersection of these demand to reduce noise over densely


surfaces. populated areas.
These signals are either unsolicited
(squitters) or answers (conventional Multilateration is used for ground DFS chairman and CEO Dieter Kaden,
Mode A/C and Mode S) to the inter- movement’s surveillance, for the air- 17 September 2012
rogations of a multilateration station. port approaches (MLAT) and for en-
Localization is performed thanks to route surveillance (Wide Area Multi- PROS
the Time Difference Of Arrival (TDOA) lateration (WAM)).
 o additional aircraft equipment
N
principle. For each beacons pair,
is required

Transponder Reply  ystem flexibility to easily expand


S
or Mode S quitter coverage

Transponder Reply may be reply  uitable for difficult environments


S
to interrogation from multilateration
system or reply to SSR interrogation
as ground stations can be mounted A glance at MAGS
in all locations
(Mode A, C, or S) MAGS, the Wide Area Multilateration
Installations go unnoticed thanks system designed and built by Thales
to small system size Air Systems is a single versatile system
Quick and easy installation to fulfil surface, precision approach
monitoring to en-route cooperative
 it for complex airspace and con-
F surveillance needs. The system
gested airports with high accuracy has a great flexibility and scalability
and update rates
to tailor performances according
 uilt-in ADS-B capability providing a
B to any customer needs and can
potential transition solution before operate in the most stringent
Calculated surfaces of ADS-B implementation in aircraft environments. Highly efficient
constant time difference Multilateration and safe, the main purpose of
Multilateration Station  overing different flight levels
C
including low flying aircraft the WAM system is to provide high
Station
precision, high update rate secondary
Low ground equipment cost surveillance to Air Traffic Controllers
Low lifecycle costs (high accuracy, refresh rate, degraded
modes, dual synchronisation, SWAL3
Stable accuracy software qualification). It has been
ATC Display Update rate per second tested & qualified by German DFS,
System UK NATS and French DGAC.
No rotating part After a rigorous testing program,
 igh reliability: redundancy and N-1
H DFS awards Site Acceptance for
system design the Thales WAM system for Frankfurt
Ground TMA, one of the most complex
communications AB 123 CONS and busy airspaces in Europe
network Alt 010
and the world.
C
 ostly for large regions

N
 umerous sites required which may
result in high infrastructure cost
Multilateration Surveillance
Processing Data Aircraft C
 omplex system to manage: numer-
Station Processor ous sites, synchronization across
Report
system, multiple interrogations

18
2.4 Automatic Dependent
Surveillance – Broadcast (ADS-B) “
Thales ADS-B in Australia is delivering
economical, environmental and safety


benefits.
Aircraft tell everybody who can listen who they are, where they are,
where they are going and at what speed. Airservices Australia

An aircraft uses Global Navigation craft broadcast their altitude, speed,


Satellite System (GNSS) to determine aircraft identity and other informa-
its position, which it broadcasts to- tion obtained from on-board systems.
gether with other information to Once received by ground stations, the PROS
ground stations. The ground stations information is processed and sent to
 cquisition and installation cost
A
process and send this information to the Air Traffic Control Centre for dis- is the lowest for a single ADS-B site
the Air Traffic Control system which play on controllers’ screens. ADS-B than other surveillance system
then displays the aircraft on air traffic broadcasts can be received and pro-
 inimal infrastructure require-
M
controllers’ screens. ADS-B equipped cessed by any receiving unit, which ments as ground station can be
aircraft broadcast once per second means ADS-B can be used for both installed on existing infrastructure
their position and other information ground and airborne Air Traffic Con- such as navigation aid, radar or
without any intervention from ground trol surveillance applications. VHF radios sites
systems. As well as their position, air-  sed for both ground-based and
U
airborne surveillance applications
A glance at AX/BX680
Air/ground datalink available
Thales ADS-B ground stations have been
Small latency selected by service providers in Australia,
Asia Pacific, Europe and North America
High update rate (1 second)
to enhance surveillance in both radar
Global Navigation
Satellite System High accuracy (GPS accuracy) and non-radar airspace. The company
has also participated in several trials
Very low lifecycle cost to demonstrate how ADS-B data can be
Intent available (level-off altitude, used to improve situational awareness,

)) )
)
next waypoint etc.) and enhance safety. In the largest ADS-B
)

) contract to date, Thales is delivering up


)
Aircraft uses GNSS
)

 ach position report is transmitted


E
))
)
and/or (in future) inertial to 1,200 systems to provide a nationwide
)

)
)) navigation sensors to with an indication of the integrity
) network across the US.
)

) )) determine its position. associated with the data – users can


)

) determine which applications


Thales is drawing on expert teams in
))

) ))
) the data can support
the US, France, Germany and Italy to meet
))

ADS-B Immune to multi-path the FAA requirement, which includes a


) )

Messages dual link ground equipment, containing


)

ATC Display System CONS both 1090 MHz and UAT datalink
) )

))

capabilities.
R
 equires all aircraft to be equipped
)

with Mode S extended squitter


ADS-B datalink technologies
YZ 456 R
 elies exclusively on Global Three ADS-B datalink technologies have
ADS-B AB 123 FL 300
Navigation Satellite System (GNSS) been developed and these are the 1090 MHz
Messages FL 280 Mode S Extended Squitter (1090ES), Universal
for position and speed
Acess Transceiver (UAT) and VHF Digital Link
Mode 4 (VDL Mode 4).
A
 ircraft position is determined
onboard without independent ADS-B IN or OUT ?
system validation ADS-B requires equipment on the aircraft
Aircraft to broadcast its position and other
ADS-B Surveillance I onospheric effects around information (ADS-B OUT Function) and
Reports
GROUND Data the Equator affect GNSS equipment on the ground (ADS-B IN Function)
STATION Processor to receive this information.

20
2.5 Automatic Dependent
Surveillance – Contract (ADS-C)
Aircraft report to the ATC Centre when requested.

An aircraft uses Global Navigation tre through point-to-point commu- PROS


Satellite System (GNSS) or on-board nications to the ground station. This
systems to determine its position and means that only the ATC Centre that  urveillance coverage for areas
S
impractical or impossible for other
other information. The Air Traffic Con- set up the contract will receive the in-
surveillance systems, such as oceanic
trol (ATC) Centre sets up a contract formation. or desert areas
with the aircraft asking it to provide Aircraft will send their speed, meteo- Information “expected road” available
this information at regular intervals. rological data and expected route in
Aircraft will send this information to addition to their position.  atalink between the aircraft and
D
the ground station which will process the ground
ADS-C provides surveillance in areas
and send it to the ATC Centre for dis-
where other means of surveillance CONS
play on Air Traffic Controller screens.
are impractical or impossible, such as
Equipped aircraft will send their po- R
 equires additional aircraft
oceanic and desert areas. equipment
sition and other information at the
intervals requested by the ATC Cen- I nformation is delivered to ground
stations by a service provider which
bears cost
Communications
satellite R
 elies partly on GNSS to determine
aircraft position and speed, which may
experience outages
GNSS
A
 ircraft Surveillance Applications are
not supported as information is no
directly available to other aircraft
ADS-C
messages S
 urveillance performance is
determined by the communication
Aircraft uses a combination of GNSS media
and inertial navigation sensors to
determine its position. Position is then A
 ircraft position updated less
sent in ADS-C messages frequently than other surveillance
) )

systems A glance
at TopSky - Datalink
) )

G
 lobal Navigation Satellite System
errors: Clock errors of the satellites’ The risk-free TopSky – Datalink solution,
) ) )

Messages using satellite clocks, Ionospheric effects


or VHF datalink put in place by Thales, enables clients
A
 DS-C does not support 3 nautical to completely provide air surveillance
ADS-C mile or 5 nautical mile separation in oceanic or desert areas . Thales is able
ATC Display System
) )

messages
standards to deliver ADS-C through FANS1/A+
and ATN (aeronautical telecommunication
network). Worldwide deployed across
Australia, Singapore, China, France, Chile,
YZ 468
AB 123 FL 300 South Africa, ASECNA, Ireland, Indonesia,
VHF Data FL 280 Taiwan, TopSky – Datalink is a field proven
link ground Satellite and key datalink solution for oceanic and
station ground
station continental operations. TopSky – Datalink
integrates the major technological
ADS-C Surveillance and functional evolutions resulting
message Data Aircraft Reports and ADS-C from SESAR and NextGen, which will
processor Processor
management messages bring visible improvements
to the automation products.

22
2.6 Summary of sensor surveillance
technology
RADAR-BASED TECHNOLOGY SATELLITE-BASED TECHNOLOGY OTHER
PSR SSR ADS-B ADS-C Multilateration
Independent or Dependent
Aircraft position is measured from
the ground (Independent) or aircraft Independent Independent Dependent Dependent Independent
position is determined onboard
(Dependent)

Cooperative or Non-Cooperative
Surveillance requires aircraft
equipment (Cooperative) or Non-Cooperative Cooperative Cooperative Cooperative Cooperative
surveillance does not depend on
aircraft equipment (Non-Cooperative)

No Aircraft
Detection – – – –
Transponder

Detection &
Mode A Detection – – Detection & Identification
Identification

AIRCRAFT Detection &


Mode C Detection – – Detection & Identification
TRANSPONDER Identification

Detection &
Mode S Detection – – Detection & Identification
Identification

Detection, Identification Detection, Identification


ADS-B Detection – –
& Position & Position
Identity and altitude
determination as well
Use for ATC, vehicule SSR technology
as range and azimuth.
Non cooperative tracking and for on-board Use of surveillance can be used (does
Less sensitive to
targets detection surveillance applications. area with no not need any evolution
interferences than PSR.
as no on-board High refresh rate radar coverage. of onboard equipments).
Its range is more
equipment is required. (1s at least). Information Suitable for ground
Major Pro important than the PSR
Can be used for Air/ground data link “expected road” surveillance.
(as the interrogation and
ground surveillance. available. available. Small latency.
the answer have only
High data integrity Small latency. Air/ground data link High update rate.
one-way distance
level. High update rate. available. Position accuracy.
to cover) Mode S
Position accuracy. High reliability.
introduces the air-to
ground datalink.

Targets cannot
Depends on the aircraft
be identified. Depends only
only (equipped or not)
Target altitude cannot Does not work for on the aircraft
and on the data correction
be determined. the ground (equipped or not) and High demand on reliable
which is sent.
Major Con High power emission surveillance on the data correction that data communication
Not all the aircrafts are
is required which limits High latency and low it sends. infrastructure.
equipped at this time.
its range. update rate. Time stamping errors.
Time stamping errors.
High latency and low GPS outages.
GPS outages.
update rate.

24 25
2.7 Applications of sensor 2.8 Data provided by each
surveillance technology surveillance technology
The following provides a brief overview of the information that may
PSR Multilateration be received and processed by the relevant surveillance technologies
• Surface movement radar application • ASMGCS: Multilateration has been
• Terminal area surveillance deployed at numerous locations
for surface surveillance to detect and PSR SSR Mode A/C SSR Mode S
• En-route surveillance. provide position/identity to these
systems. Typically 10-20 ground stations No Position, No data is able No data is able
transponder calculated to be provided by to be provided by
SSR are used to provide multilateration
velocity vector this sensor this sensor
coverage over the whole airport surface.
• Terminal area surveillance
• Terminal Maneuvering Area (TMA) Mode A/C No data is able Position, flight Position, flight
• En-route surveillance transponder to be provided level (barometric), level (barometric),
surveillance: Multilateration shows
• Precision Runway Monitor (PRM): Special promise for “wide area” application by this sensor 4 digit octal identity, 4 digit octal identity,
SSR ground stations are used by a number calculated velocity calculated velocity
and a number of states have projects to
of states to support precision runway vector vector
deploy multilateration for this purpose.
approach monitoring to parallel runways. Mode S No data is able Position, flight level Position, flight level
• En-route surveillance: Multilateration
transponder to be provided (barometric), (barometric), 4 digit octal
is able to be used in “very wide area”
ADS-B applications.
with Downlink by this sensor 4 digit octal identity, identity, 24 bit unique code,
Aircraft calculated velocity selected altitude,
• Surface mouvement • PRM: Multilateration shows promise Parameters vector Flight ID, Selected Altitude,
• Terminal Maneuvering Area (TMA) for use in PRM applications when (DAPs) Roll Angle, Track Angle
surveillance aircraft are equipped because Rate, Track Angle,
multilateration meets the accuracy Ground Speed, Magnetic
• En-route surveillance Heading, Indicated
and update requirements of PRM.
• PRM: ADS-B shows promise for use in PRM Airspeed/Mach No,
applications when aircraft are equipped Vertical Rate, calculated
because ADS-B meets the accuracy, ADS-C velocity vector
velocity vector performance and update • En-route surveillance in remote
requirements of PRM. However, at this time, or oceanic areas.
no safety case nor ICAO approval has been
obtained to use ADS-B for this application.

Multilateration ADS-B ADS-C


No transponder No data is able to be If ADS-B equipped: If ADS-C
provided by this sensor Current aircraft: equipped:
Position, flight Position,
Mode A/C Position, flight level
level (barometric), altitude, flight
transponder (barometric), calculated
position integrity, ID, emergency
altitude, 4 digit octal
geometric altitude flags, waypoint
identity, calculated
(GPS altitude), events, waypoint
velocity vector
24 bit unique code, estimates, limited
Mode S Position, flight level Flight ID, velocity “intent data”
transponder (barometric), 4 digit octal vector, vertical rate,
with Downlink identity, 24 bit unique emergency flags,
Aircraft code, selected altitude, aircraft type category.
Parameters Flight ID, Selected Altitude, Fully compliant
(DAPs) Roll Angle, Track Angle DO260A will add
Rate, Track Angle, Ground a number of data
Speed, Magnetic Heading, fields.
Indicated Airspeed/Mach
No, Vertical Rate,
calculated velocity vector

26 27
2.9 Tracking system
An ATC automation centre shall take integrate data sent by numerous
surveillance sensors.

The rule of a tracking system is then The integration of this new technolo- The Multi Sensor Tracking system
to process and to unify all types of gy into gate-to-gate architectures has combines received data pertaining to
surveillance data, in order to provide notably the following purposes: a single aircraft into a single surveil-
fused information to the visualisation • fluxing air traffic which is growing lance track, taking advantage of the
and the safety nets systems. continuously, best contribution from each surveil-
lance source and eliminating the influ-
• increasing safety related to aircraft
The definition of a new set of sur- ence of their respective drawbacks.
operations,
veillance standards has allowed the
emergence of a post-radar infrastruc- • reducing global costs (fuel cost is in-
ture based on data-link technology. creasing quickly and this seems to be
a long-term tendancy), and
• reducing radio-radiation and im-
proving the ecological situation.
A glance at
TopSky-Tracking
With more than 20 years experience,
Thales TopSky-Tracking system
SENSOR DATA PROCESSING is field proven with the highest number
of operational systems in the world.
The system receives and processes
all types of surveillance data from PSR,
Multi Sensor SSR, Mode S, Mode A/C, ADS-B, Wide
Air Ground Data Tracking System
Main Chain
Area Multilateration (WAM) and surface
ADS-C Processing
ADS-B sensors (SMR, Airport Multilateration,
SMGCS tracks).
For cooperative aircraft, significant
information is supplied as Downlink
Aircraft Parameters (DAPs) from
the aircraft avionics. DAP data is
YZ 456
processed by the TopSky-Tracking
ADS-B Sensor AB 123
function and is also stored in the output
Gateway
HMI messages for use by downstream
data-processing functions.
The data fusion technique used
RADARS within the TopSky-Tracking function
is based on the use of extended Kalman
filter (EKF) algorithms that make
Multi Sensor up an Interacting Multiple Model (IMM)
MLAT/WAM Tracking System filter. The Kalman filter features
Sensor Gateway Fall Back Chain are particularly adapted for an aircraft
trajectory assessment and integrate
the capability to predict the aircraft
motion.

MLAT/WAM

28
3 Global Surveillance

3.1 Why Global Surveillance?. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32


3.2 Global Surveillance Solutions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.3 Rationalisation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.4 Simulation and Validation tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

30 31
3.1 Why Global Surveillance? 3.2 Global Surveillance Solutions
ANSPs are today faced with a dilemma: choosing between conventional A global surveillance solutions provider will combine state-of-the-art
surveillance technologies and new surveillance technologies. technologies to find the composite surveillance solution best matching the
ANSPs’ needs.
On one hand, conventional technolo- On the other hand, new surveillance
gies, typically primary and secondary technologies such as ADS-B, ADS-C Whatever the geographical constraints  odeling of surveillance infrastruc-
M
radars, are highly mature, widely de- and Multilateration are maturing with or traffic level, ANSP must have the ture to cover new routes.
ployed and continuously improving. increasing operational deployment. most adapted surveillance capability:
 irst focus on needs, not on prod-
F Several criteria have to be considered
in order to provide the optimal solu-
Surveillance technologies ucts ;
tion, such as operational requirements,
 omplete airspace security & safety
C
Constraints Conventional average/peak traffic density, budget
Surveillance offer, from ground to en-route must
New Surveillance (current and future), environment (ter-
Technologies: PSR, SSR be considered;
Technologies: rain, propagation…) as well as safety &
Highly mature MLAT, ADS-B  erformance excellence and costs
P security objectives.
efficiency through optimised solu-
Continuously Maturing solutions
tion is mandatory; The Global Surveillance system opti-
improving
More and more  ultiple outputs to ease interface to
M mization is based on several assess-

?
Widely deployed proven references any ATM system are required; ments:
technologies
 pecially designed and tested multi
S • Performance indexes (Probability of
Cornerstone of CNS Increasing operational
deployement sensor simulation and validation detection / correct identification, Lo-
infrastructures
tools help to optimize system de- calization accuracy)
sign. • Cost evaluations (Equipment acquisi-
tion, Operations, Maintenance)
Global Surveillance solutions provid-
er has to assist the customers in de- • E xternal footprint (Spectral occupan-
A surveillance infrastructure is to provide the required functionality
fining the best solution to meet their cy, Environmental impact).
and performance to support a safe, efficient and cost-effective Air Traffic
Control service. requirements.
Global surveillance systems are an
 efinition of the desired surveillance
D
In the recent past the Surveillance In parallel, new performance targets efficient way to combine various
coverage
infrastructure was composed of Sec- and associated operational require- technologies and share between sur-
ondary Surveillance Radar (SSR) and ments are emerging from Single Euro- I dentification of site-related con- veillance layers a part of the burden
Primary Surveillance Radars (PSR). pean Sky initiatives. straints: Complicated coverage - ter- of “ancillaries” such as:
The requirements placed upon the rain restrictions / Gapfiller
The environment in which ANSP’s pro- • Infrastructure (tower, masts, …)
infrastructure were based on the use vide a surveillance service is, in all re- I dentification of operational re-
of radars achieving radar-specific per- straints: accessibility of sites, exist- • Energy sources (power supply,…)
gards, under continual pressure.
formance requirements. ing systems, limited com • Communication links
There are numerous factors which
Recently technological developments can be considered in the scope of any
such as Automatic Dependent Surveil- rationalisation exercise. Airport Terminal Manœuvring En-Route
lance –Broadcast (ADS-B) and Multi- Surface Surveillance Surveillance
lateration (MLAT) have reached ma- Surveillance
turity for operational deployment for Methodology and tools have been de-
surveillance applications and relevant veloped to support ANSPs on decision
standards were defined. making and to optimize surveillance
infrastructure regarding the attri-
Due to the nature of these new tech-
butes of various surveillance technol-
nologies the technical requirements
ogies: This is the concept of Global Primary Primary Secondary
cannot continue to be expressed in
Surveillance Solutions. surveillance: surveillance: surveillance:
terms of radar-specific performance S-Band L-Band SSR, ADS-B, WAM
requirements.

Up to 5 NM Up to 80 NM Up to 100 NM Up to 250 NM
32 33
PSR and SSR are often installed in a “co-mounted” installation. Alternative ADS-B capability can hence be offered ADS-B + WAM + PSR
technologies could be deployed in an integrated infrastructure too. as a simple software addition to WAM
equipments. Further integration of PSR and WAM-
One can typically consider: and tracking performances on ADS-B ADS-B capabilities into a common
Some system manufacturers offer
t he integration of an ADS-B receiver equipped aircraft (due to the higher system, is an attractive concept which
this capability as embedded in their
into an SSR update rate of ADS-B). It provides also would offer the service of a global
WAM offer.
a way to assess the integrity of ADS- surveillance (non-cooperative, coop-
t he integration of an ADS-B capabil- The consequence is the ability to of-
B data, or -in a transitional period- to erative independent, and cooperative
ity into a WAM station fer ADS-B service and application at
monitor the quality and equipage ra- dependent).
t he integration of an PSR station tio of aircraft transponders. a marginal additional cost, when a
The deployment of such a Global
and an ADS-B + WAM into a com- WAM surveillance system has been
Surveillance Systems could be envi-
mon system deployed.
ADS-B + WAM sioned:
Conversely, it allows for a seamless
e
 ither as an upgrade of surveillance
ADS-B + SSR Mode S Integration of ADS-B and WAM can be service extension from ADS-B to
systems based on WAM-ADS-B
very easily achieved as both systems WAM, when an ADS-B ground con-
Various approaches can be consid- technologies, providing them with
may use the same and single antenna, figuration has been deployed. Such
ered to integrate an ADS-B receiver the additional capability of non-
RF reception and digitisation hard- an extension will imply:
into an SSR, and different solutions cooperative surveillance
ware. A dual functionality of ADS-B t he deployment (if needed, depend-
are available on the market depend- o
 r in a direct deployment, for the
and Multilateration ground station is ing on terrain and required cover-
ing on the system manufacturer. They equipment of new airspaces / new
a big advantage. Such a capability is age) of additional WAM stations to
differ according to the position of the airports.
recognized in Eurocae standardiza- ensure the proper level of perfor-
ADS-B antenna vs the SSR antenna.
tion documents such as ED-142. It is mance, e.g. accuracy,
The benefit of an “SSR-ADS-B” system recognised that a WAM system may
compared to a standard (or Mode S) t he software upgrade of existing
also provide ADS-B data reception
SSR is to provide improved acquisition ADS-B stations- to make the WAM
and handling capability.
capable.

WAM: ”difficult approaches“ Mode S SSR: “easy approaches”, coastal areas


ADS-B: upper airspace, advanced applications, redundancy

En-route airspace
(upper)

TMA 2 En-route airspace


(lower)
TMA 1

Airport 2 Airport 1

34 35
3.3 Rationalisation

Measuring or quantifying how The Key Performance Areas cover:  nvironmental Sustainabil-
E S
 afety: Safety requires the highest
much rationalisation is needed or, C apacity: The future ATM System ity: The future environmental sys- priority in aviation and the provi-
if assessed after the event, how should provide the capacity to meet tem performance will be a require- sion of air traffic services. It plays a
much rationalisation was achieved the demand at the times when and ment and the future ATM System key role in ensuring overall aviation
is a necessary step for ANSP. where it is needed. must meet their obligations in this safety. Society will always expect
respect. zero accidents from the aviation in-
Cost effectiveness: The price of
Rationalisation activities may focus  lexibility: Flexibility addresses
F dustry as a whole and performance
the air traffic services provided by
upon improving a whole range of Key the ability of the system to meet from this perspective sets the end
the future ATM System should be
Performance Areas (KPA). all modification of surveillance re- customers’ confidence in air trans-
cost-effective with respect to meet
quirements in dynamic manner. port.
There are currently no published the individual needs of the relevant
standardised metric definitions or airspace user. Inte
 roperability: The function- S
 ecurity: Security refers to the
commonly agreed ATM performance ality and design of the future ATM protection against both direct and
Efficiency: Efficiency addresses
figures for the surveillance infrastruc- System must be based upon the use indirect threats, attacks and acts
the operational and economic cost-
ture rationalisation. ANSP’s can as- of global standards and uniform of unlawful interference to the ATM
effectiveness of flight operations
sess their surveillance infrastructure principles to ensure technical and System.
from a single-flight’s perspective
against these generic KPA and define operational interoperability. H
 uman Performance: An effi-
and will be central to achieving the
targets for their improvements that cient and capable surveillance sys-
environmental performance tar-  redictability: Predictability re-
P
contribute to the overall ATM targeted tem leads to improved Air Traffic
gets, which will be placed upon the fers to the ability of the future ATM
improvement. Controller efficiency.
future ATM System. System to enable the airspace users
to deliver consistent and depend-
able air transport services.

36 37
KPA PSR SSR ADS-B WAM Hybrid solution
Capacity • PS
 R meets the current and •M
 ode S can improve vertical •S
 upport reduced separation, • Support reduced separation, • Support reduced separation,
expected future capacity needs capacity hence increased capacity in hence increased capacity in in a homogeneous
low altitude / dense airspace low altitude / dense airspace performance, hence increased
capacity in any part of the
covered airspace
Cost •P
 roven technology, limited non • Proven technology, limited non • Highly cost effective • Generally improved cost due • Highly improved cost
effectiveness recurring costs recurring costs to improved flexibility effectiveness vs PSR + SSR
 till costly life cycle compared to other
•S
Surveillance technologies
Efficiency •A
 mplifier transition from tubes • No loss of information. • Neutral on surveillance • Improved surveillance • Improved surveillance
to solid-state improved the Radio • Mode S (EHS, ELS) improve efficiency & spectrum efficiency efficiency efficiency & spectrum
Frequency footprint the SSR efficiency • Potential negative impact efficiency
•U
 se of digital processing to on spectrum efficiency in
continuously improve performance some areas due to increased
•O
 verlapping coverage at high altitudes interrogations
•H
 igh power transmission still impacts
Radio Frequency footprint and
deployment constraints
Environmental •S
 ignificant required infrastructure • Significant required infrastructure •E
 nabler to trajectories with • Enabler to trajectories with • Enabler to trajectories with
•P
 otentially impacted by Wind Turbines • Potentially impacted by Wind Turbines reduced fuel consumption reduced fuel consumption reduced fuel consumption
and noise impact. Much less and noise impact and noise impact.
visual footprint than radars • Much less visual footprint • Less visual footprint than
than radars radars
Flexibility •B
 est suited for long range and high •B
 est suited for long range and high • Distributed system allows • Distributed system allows • Distributed system allows
altitude Surveillance altitude Surveillance flexible deployment flexible deployment flexible deployment.
•L
 imited adaptability to changing of air •L
 imited adaptability to changing • High update rate allows • High update rate allows • High update rate allows
routes due to its significant required of air routes due to its significant flexible trajectory flexible trajectory flexible trajectory
infrastructure required infrastructure management management management
Interoperability • Use of ASTERIX format • Use of ASTERIX format • Limited Interoperability due • Positive impact on • High impact on
• Required frequency/distance • Clustering of SSR Mode S to limited aircraft equipage, Interoperability , as WAM Interoperability, as being able
separation between two PSRs and to dual standard in some able to track any transponder to track any air target
regions of the world (eg 1090/ equipped target
UAT)
Predictability • Proven technology through • No false tracks • Predictability may be not • Improved predictability due • Improved predictability due
experience • Dependent on on-board transponders optimal in the transition period to graceful degradation, to graceful degradation, space
• Not dependent on on-board • Performance depends on propagation due to persistence of «non spatial diversity,… & frequency diversity,…
transponders effects certified» transponders with • Performance depends on • Performance depends on
• Performance depends on propagation poor performance propagation effects propagation effects
effects • Performance depends on
propagation effects
Safety • Not dependent on on-board •H
 igh added value system • Subject to GPS outage or • Improved safety due to • Highly improved safety, as no
transponders (Use of Mode S EHS ans DAPs) jamming, and avionics failure graceful degradation, spatial more identfied weaknesses
• Redundant system in its design • Redundant system in its design diversity,…
• Poor coverage at low altitude for • Dependent on on-board transponders • However still some limitations
some configurations (against transponder failures)
• Poor coverage at low altitude
for some configurations
Security • Non Cooperative Surveillance • Non Cooperative Surveillance • Subject to multiple threats • Equivalent to SSR. However still •H
 ighly improved security, as
technology technology e.g. GPS jamming, spoofing, major issues remaining against no more identfied weaknesses
• Poor coverage at low altitude • Poor coverage at low altitude deliberate swith off of various kind of threats, as relying
for some configurations for some configurations transponders,… on aircraft cooperation

Human •P
 roven efficient HMI • Proven efficient HMI with high • Allows better anticipation of • Allows better anticipation of • Reduces ATM workload
performance •R
 equire skilled ATC controllers added value information conflicts or loss of adherence conflicts or loss of adherence through a better anticipation
in contract trajectories, in contract trajectories, hence of any critical situation
hence reduces ATM workload reduces ATM workload

38 39
3.4 Simulation and Validation tools Display Analysis and Replay Tools
These tools validate and monitor the criteria, Image ( JPEG, PNG, PS), xml
Availability of validated technical and economic modelling and evaluation global surveillance solution through and csv data export
tools is mandatory to offer safe and optimal surveillance solutions. the analysis of recorded air traffic C
 omplete replay capabilities and
situations based on three major fea- Speed selection
To support any ANSP wanting to de- tures: A
 nalysis: Bias and noise estimation,
ATM Simulator for Global Surveillance
velop its surveillance architecture,  isplay : Tracks/plots from different
D Track characteristics and bias value
comprehensive suite of simulation Multiple Multiple Multiple sources, ASTERIX and specific radar chart display, Sensor statistics and
tools have been developed with the sensors sensor sensor formats, Air situation and tabular Tracking performance assessment
following functions: individual fusion economic display, Data filtering upon different results
performances performances simulation
I mplementation of the ANSP simulation simulation
surveillance needs and its
environment
Display analysis and replay tool functionalities (DART developed by Thales)
D
 efinition of scenario and
performance indexes
Display Analysis & Replay Tool A/G
D
 evelopment of potential Surveillance Analysis Tool suite
solution, independent of
manufacturers Multiple sensors Display
PSR DISplay
performances and
C
 ost evaluations (Acquisition and validation replay tool
operation) SSR
Analysis
ADS-B
Performance Modelling Tools
A performance modelling tool com- WAM Replay
putes the performance indexes of
multi sensor systems such as WAM
or MSPSR or mono sensor systems
such as PSR/SSR/ADS-B. The tool is
able to compute the non coopera-
tive coverage merging the data given
by different PSR and MSPSR system
and cooperative coverage merg-
Air and Ground surveillance Analysis Tools Suite
ing the data given by different SSR,
ADS-B and WAM system. Then, the 1/ Trajectory Generation based on 3/ Sensor and Tracker Performance
system simulates the multi-sensor Assessment
• Mobile scenario: 3D mobile template
tracking process and data fusion.
simulation • Sensor performance computation
The user can also view and display
• Sensor scenario (standard character- for approach & en route radars (PSR,
the selected configuration.
istics & specific per kind of sensor) SSR, CMB, Mode S), surface move-
ment radar (SMR), MLAT / WAM sys-
• Environment scenario (airport lay-
tem, ADS-B ground station
Economical Modelling Tools: Cost & Solution Global Valuation out management, shadowing areas,
multipath,…) • Tracker performance assessment
(Accuracy, latency, continuity and in-
Global Global • Trajectory scenario
Cost Models Satisfaction
Priority
Satisfaction tegrity metrics according to ESSASPs
Weighting 2/Trajectory Reconstruction rules)
Criteria Rating
• Sensor reports and/or track updates •V
 erification of International Stan-
chaining dards such as EUROCONTROL, MIT,
• Gap filler processing EUROCAE, FAA, ANSPs specific.
• Trajectory smoother

40 41
4 Case studies

4.1 Frankfurt, Wide Area Multilateration system . . . . . . . . . . . . . . 44


4.2 USA, Nationwide ADS-B coverage. . . . . . . . . . . . . . . . . . . . . . . . . . 45
4.3 Australia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
4.4 Mexico . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
4.5 Namibia. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

42 43
4.1 Frankfurt am Main TMA, 4.2 USA, Nationwide
WAM system ADS-B coverage

T he Precision Approach Monitor-


ing (PAM) system is the first op-
erational WAM system in Germany,
area starting as low as Frankfurt am
Main Airport ground and reaching be-
yond cruising altitude. Around the air-
and is designed specifically for highly ports of Frankfurt and Hahn, the low-
congested environments. It delivers est detection limit is 500 feet above
almost five times higher update rates ground, increasing to 1,000 feet above
than conventional radar and provides ground within the terminal approach
controllers with enhanced situational area. The remaining area is covered
awareness and more flexibility to
from 3,000 feet above ground.
feed aircraft into the approach area
around Frankfurt Airport. The WAM DFS approved its final site acceptance
PAM comprises 37 ground stations, 15 in early September 2012. It is planned
transmitters, and 37 receivers, set up to go operational by April 2013, after
around 34 individual sites. High pre- approval by the German Federal Su-
cision surveillance data is provided pervisory Authority for Air Navigation
throughout a 128 by 80 nm coverage Services (BAF).

A pproximately 87,000 flights criss-


cross America’s skies each day.
According to the FAA, that number
As a key member of the ITT team,
Thales is providing some 1,600 ADS-
B stations for nationwide coverage
is projected to rise to over 128,000 across the US, as well as TopSky–Track-
flights per day by 2025. Unfortunate- ing, the multi-sensor tracker for reli-
ly, the current ground-based radar air able fusion of radar and ADS-B targets.
traffic control system that’s served This satellite-based surveillance sys-
America so well for the last 60 years tem will bring improved precision and
has hit the ceiling of its growth capac- reliability to US skies. Pilots will benefit
ity. It simply cannot keep pace with from improved situational awareness.
expected demand. Controllers will be able to reduce air-
craft separation and increase airspace
NextGen is transforming the US Na-
capacity. Aircraft will fly more direct
tional Airspace System (NAS) to meet
routes, reducing fuel burn.
future needs and avoid gridlock in
ADS-B is already supporting the 9,000
the sky and at airports. The FAA has
daily helicopter operations in the Gulf
embarked on a continuous roll-out
of Mexico allowing flights to continue
of new capabilities and technologies
even in poor visibility conditions. UPS
that will reduce delays, make air traffic
is using ADS-B at its hub in Kentucky
more efficient and minimize aviation’s and expects to achieve an annual fuel
impact on the environment. Travel will reduction of 800,000 gallons, a 30%
become more predictable, quieter, decrease in noise and 34% reduction
cleaner and more fuel-efficient, and in emissions when ADS-B will be fully
more importantly, safer. implemented.

44 45
4.3 Australia 4.5 Namibia
T he airspace controlled by TAAATS
(The Australian Advanced Air Traf-
fic System) covers 56 million square
cial air traffic in Australia is currently
under radar coverage, over 90% of
Australian airspace is outside radar
S ince early 2010, the surveillance
of the entire Namibian Airspace
above the FL 145 and the approach
transmitting stations complemented
by data from ADS-B equipped aircraft
and ADS-C capability at Eros ACC au-
kilometers and controls more than coverage. The Automatic Dependant of Hosea Kutako International Air- tomation system. A multi-sensor sur-
three million air traffic movements Surveillance Broadcast (ADS-B) sys- port is ensured by a combination of veillance processing system is imple-
per year. While almost full radar cov- tem has provided extensive coverage primary and secondary radar for the mented within the Eros Area Control
erage exists along the east coast of in non-radar airspace and comple- Windhoek TMA as of the rest of air- Centre to fuse the data from the mis-
Australia and the majority of commer- ments the existing en-route and ter- space is covered by means of primar- cellaneous sensors.
minal radar RASPP network ily WAM made of 36 receiving and 24
The ADS-B system is fully integrated
with TAAATS flight plan, radar data
and Automatic Dependant Surveil-
lance Contract (ADS-C) data display
and allows Airservices Australia to
provide radar-like separation services
in the current non-radar airspace. TA-
AATS has been upgraded to process
up to 1,000 ADS-B flights simultane-
ously from up to 200 ground stations.
The UAP ADS-B programme is the
first operational large scale ADS-B
system.

4.4 Mexico
T hales radars provide over 80% of
the radar coverage in the country.
Thales has modernised and improved
Mexico’s surveillance capabilities,
helping SENEAM to meet the NextGen
initiatives and to enhance air traffic
management capabilities. FAA and SE-
NEAM are working together for ADS-B
on Gulf of Mexico Project.
ADS-B Equipment based on Thales
Ground Station AS680 is been in-
stalled at Mexico City International
Airport and at within Mexico Valley.
It is considered one of the most com-
plex operational area. The complexity
is increased by the elevation of the by ADS-B antenna pattern. The ADS-B
city, by the mountains around it and equipment is integrated to TopSky –
because the city is one of the most Tracking, a Multi sensor tracking sys-
heavily populated on the world (Air- tem. This equipment mixes the radar
port location almost in Town). The data with ADS-B data for delivering
Valley of Mexico is perfectly covered one fusioned track.

46 47
5 Support services

Global Surveillance Solution also include support and services


by providing a complete Integrated Logistics Support package,
by optimising maintenance, documentation, training and supportability
from the earliest design phase, to reduce the life cycle costs of
the equipment provided.

Maintenance requirements are fed With a full range of services to sup-


into the design process to develop port the surveillance solution all over
easily maintainable equipment deliv- the world at all levels of maintenance,
ered with a comprehensive logistics surveillance experts should be avail-
package. It is adapted to take into able to carry out corrective or preven-
account customer specific require- tive maintenance task on site.
ments, priorities and organisations.
Based on analysis of customer’s feed-
Documentation and training are de- back, Global surveillance solutions
signed to streamline preparations to build on lessons learned to deliver
deploy on operational missions as better, faster and more cost effective
quickly as possible. services.

After delivery, support capabilities


have to include factory and on-site
maintenance, calibration, software
updates and other services.

Delivering global, long-term Support and Services

Maintenance Upgrade Extended


& System life services
Repair services extension
Spare parts Full life support
Integrated logistic  ll level
A
support  unctional
F maintenance
& capacity
Technical  upport prime
S
improvements
assistance contractorship
Software support  ystem life
S
 aintenance
M
extension
Overhaul operator
Test benches
Contractor Logistics
Support (CLS)

48
6 Major R&D Programmes

The Air Traffic Management system is currently facing a drastic need SESAR WP 15.04.01 - Rationalisation The Team is composed of represen-
for change in order to increase capacity and safety ad to reduce cost of the Surveillance Infrastructure tatives from Thales Air Systems SA,
and environmental impact. There are major R&D programmes such EUROCONTROL, INDRA, SELEX, AENA
The objectives of the SESAR WP
as the Single European Sky ATM Research (SESAR) and the NextGen (15.04.05 a), NORACON (15.04.05 a)
15.04.01 project were twofold:
in the United States, that have been initiated with the aim to develop and NATS (15.04.05 b).
new operational concepts and enabling surveillance technologies  ethodology to promote a ratio-
M
that will be able to support the implementation of a new ATM system: nalisation and adaptation of the
SESAR WP12.02.02 “Runway Wake
Surveillance infrastructure.
Vortex Detection, Prediction and
 oadmap to support the introduc-
R Decision Support Tools”
NextGen ADS-B Program with simulation equipment. Thales is tion of changes to the Surveillance
The objective of SESAR WP 12.02.02
active in the Data Communications infrastructure that are identified in
Automatic Dependent Surveillance- is to safely reduce wake vortex sepa-
Trial Automation Platform (DTAP) and the ATM Masterplan.
Broadcast (ADS-B) system is the cor- rations for arrival & departures and
nerstone program of the FAA’s Next the Data Comm Integrated Services The Team is composed of represen- define, analyze, develop and verify
Generation Air Transportation Sys- (DCIS) programs too. tatives from Thales Air Systems SA, a Wake Vortex Decision Support
tem (NextGen) initiative to modern- EUROCONTROL, INDRA, SELEX, AENA System (WVDSS) in order to:
ize from a ground-based system of NextGen Surveillance and Weather (15.04.05 a), NORACON (15.04.05 a)
s atisfy SESAR WP 06.08.01 opera-
air traffic control to a satellite-based Radar Capability (NSWRC) and NATS (15.04.05 b)
tional concept
system of air traffic management. The FAA currently operates four
SESAR WP 15.04.05 a & b: Ground d
 eliver position & strength of wake
This program leading by ITT Exelis will distinct radar systems for terminal
system enhancements for ADS-B vortices
have a huge impact on the entire avia- aircraft surveillance and airport haz-
tion industry, affecting, to a certain The objective of SESAR WP 15.04.05a p
 redict wake vortices behavior and
ardous weather detection in the na-
degree, every aircraft in U.S. airspace. is to enhance the ground Surveillance impact on safety & capacity
tion’s terminal airspace. These radar
As a key member of the ITT Exelis systems, Airport Surveillance Radar systems in support of ADS-B applica- a
 dvise stakeholders (Air Traffic
team, Thales is providing some 1,200 (ASR) models 8, 9, and 11 and Terminal tions. Controllers, Supervisors …)
ADS-B Radios for nationwide cover- Doppler Weather Radar (TDWR), are The main activity is the development WVDSS has to be able to bring solu-
age across the US as well as the multi- nearing the end of their life cycle and of update for specification for ADS-B tions to Wake Vortex concerns, taking
sensor tracking function. will require Service Life Extension Pro- ground station on Surveillance Data into account airport infrastructure,
grams (SLEPs) to continue operational Processing and Distribution (SDPD) layout and weather conditions.
NextGen Data Communications service. Sustainment and upgrade and ASTERIX interface. The Team is composed of represen-
Data Comm will allow digital infor- programs can keep these radars oper- High level objective of WP 15.04.05b is tatives from Thales Air Systems SA,
mation to be exchanged between air ating in the near to mid-term. For the to develop a ground-based prototype DFS Deutsche Flugsicherung GmbH,
traffic control (ATC) and pilots, en- long term, the FAA recognizes that re- to support Airborne Separation As- EUROCONTROL, NATMIG and INDRA.
abling the auto-load of information placement of these radars is the best sistance Systems (ASAS) applications
directly into the aircraft flight man- option. One of the potential alterna- (En-Route and TMA). The work con-
agement system. This will allow air- tives is multifunction phased-array sists in evaluation of DO260B/ED102A
craft to receive departure clearances radar (MPAR) alternative that uses ac- Ground Station.
and airborne reroutes digitally. Thales tive electronically scanned phased ar-
is working with the FAA to develop ray technology. It is possible to reduce
Data Comm Avionics and support the total number of radars required
its validation and verification efforts by approximately one-third.

50 51
7 Innovation

7.1 Windfarm Compliant Radars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54


7.2 Bird detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
7.3 Foreign Object Debris Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
7.4 Wake-Vortex detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
7.5 Weather hazards detection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
7.6 MultiStatic Primary Surveillance Radar. . . . . . . . . . . . . . . . . . . . . 61

Satellite
ADS-B

En-route
airspace
(lower) TMA 1
Bird detection

Wake-Vortex

MultiStatic
Weather hazards
Windfarms Foreign object debris

52 53
7.1 Windfarm Compliant Radars
The development of renewable energy is now a priority all over
the World, and among emerging technologies, wind energy is one
of the most promising solution.

As an example, in Europe, the EWEA on real situations and to analyse the


(European Wind Energy Association) capacity of a windfarm filter to can-
forecasts that electricity production cel a large amount of windturbine
from wind turbines will be multiplied echoes. Such a solution is an attrac-
by 6 within the next 20 years. tive alternative to the more conven-
tional NAI (Non Automatic Initiation)
However, windturbines can disturb process, which prevents from initiat-
Air Traffic Services, and in particular ing new tracks in windfarm areas.
Primary Surveillance Radars (PSR).
Thales has identified three develop-
Practical disturbances are the genera-
ment axis, depending on the type of
tion of false plots and tracks by the
windturbines, the loss of detection of situation to tackle:
real targets (aircraft) flying over the the upgrade of existing radars: soft-
windfarm and the masking of low level ware processing can be improved,
aircraft behind the windfarm. in particular by adding windfarm
Mitigation solutions are developed in filters which allow to filter out the
order for the radar to become “Wind- windturbine spurious signals once
farm Compliant”, which will prevent they are classified as such,
blocking wind energy development gap-filler radars: in the case of ex-
because of radars. isting radars for which such an
As an illustration, Thales has installed upgrade is not envisaged or yet
a STAR 2000 PSR in Scotland at In- for solving specific issues such as
verness, an airport which is surround- masking, then Gap-Filler radar solu-
ed by many windfarms. This was a tions (e.g. installed on the windtur-
good opportunity to make recordings bine itself) can be proposed,

) )
) )
) )
) )
) ) )
) ) )
) )
) ) )
) )  ext generation radars: windfarm
n
“clutter” will be considered as a re-
Thales also contributes to dedicated
groups, and shares its knowledge
) ) ) ) )
) ) ) ) quirement, and new architectures with world experts’ communities
) are already studied for proposing
the best solutions. Among these
(such as the Eurocontrol Wind Turbine
Task Force), therefore participating to
architectures, MSPSR (Multi-Static a common effort towards a greener
PSR)5 shows built-in nice features planet.
for mitigating windfarm effects. 5
Refer to Chapter 7.5

54 55
7.2 Bird detection
Bird strikes with aircrafts are a wellknown problem in the aviation world
related to both civil and military communities.

Bird ingestion is causing major dam- Avian Radar Bird detection at 0 feet
ages to aircrafts, sometimes leading Avian radar systems are adding to air- Above Ground Level (AGL)
to fatal crashes. port technologies providing informa- Automated Foreign Object Debris
7
 320 bird strike on civilian air- tion needed for strategic and tactical (FOD) detection solutions like FODe-
craft in the US in 2008, 72% below management of wildlife hazards. tect have been specifically designed
500 ft AGL, 92% below 3000 ft, 2/3 to detect birds on airports travel sur-
Radar provides an opportunity to
on landing, 1024 with significant faces. Numerous hazardous birds on
extend observational capabilities
damages on aircraft, 49 aircraft travel surfaces have been encoun-
to 24/7 time frames and the ability
destroyed tered with the installed systems all
to expand spatial coverage in both
T
 otal cost of bird strike (Commercial distance and altitude. Specific radar- over the globe.
aviation) is 1255 M$, 65$ per flight based detection systems have been
developed to address an airport’s
critical wildlife management and bird
strike hazard warning requirements.
The most common avian radar sys-
tems use readily available marine or
coastal band radars (S-band and X-
band) with scan configurations and
digital processing of sensor data opti-
mized for wildlife target detection and
tracking. Unlike other radars used at
airports, avian radars are a new addi-
tion to the technological capabilities
of airports.

Avian radar systems use


available marine or coastal
radars (CW100 & CW10)

56 57
7.3 Foreign Object Debris Detection 7.4 Wake-Vortex detection
Foreign Object Debris (FOD) events at airports, which occur on a daily Aircraft creates wake vortices in different flying phases. To avoid jeopardizing
basis, present a risk to passenger lives and safety, disrupt airport service flight safety by wake vortices encounters, time/distance separations have
and cause billions of dollars in aircraft damage annually. been conservatively increased, thus restricting runway capacity.

Direct damage to airplanes result- FODetect have been specifically de- The concern is higher during taking Radar and Lidar Sensors are low cost
ing from FOD is estimated to cost the signed to detect Bird, Wildlife and off and landing phases, as aircraft are technologies with highly performing
aerospace industry $4 billion a year, FOD on airports travel surfaces. less easy to maneuver. complementary wake-vortex detec-
while the indirect damages result in FODetect is an automated FOD detec- Wake vortices are a natural by-prod- tion capability in all weather condi-
significantly higher figures. tion solution with superb detection uct of lift generated by aircraft and tions compared to others sensors that
Crashes of several aircraft in the last capabilities deriving from a unique can be considered as two horizontal suffer of limited one.
few years jolted the aviation industry integrated optical-radar sensing tech- tornados trailing after the aircraft.
and highlighted the need for continu- nology, advanced image processing Enquiries have shown that highest
ous checking of the runway between software and close range detection. occurrence of wake-vortex encoun-
takeoffs and landing, a requirement The system is embedded in Surface ters are:
that necessitates an automated, tech- Detection Units (SDUs) that are co-  t the touchdown (behind 100 feet
A
nological solution. This approach is located with the runway edge lights. in altitude)
supported by the Federal Aviation Au-
thority (FAA), EUROCONTROL and by  t Turn onto glideslope (between
A
the International Civil Aviation Orga- 3500-4500 feet in altitude)
nization (ICAO). A trailing aircraft exposed to the wake
vortex turbulence of a lead aircraft
can experience an induced roll mo-
ment (bank angle) that is not easily
corrected by the pilot or the autopilot.
However these distances can be safely
reduced with the aid of smart planning
techniques of future Wake Vortex Deci-
sion Support Systems based on Wake
Vortex detection / monitoring and
Wake Vortex Prediction (mainly trans-
port estimation by cross-wind), signifi-
cantly increasing airport capacity.

Thales Radar for


Wake Vortex Detection
(SESAR project)

58 59
7.5 Weather hazards detection 7.6 MultiStatic Primary
75% of all air traffic delays is due to weather and weather has contributed
for high percentage of all aircraft accidents in the world.
Surveillance Radar
MultiStatic Primary Surveillance Radar (MSPSR) is an innovative
independent non-cooperative civil and military Surveillance for Terminal
Approach Control and en-route purposes.

It is based on a sparse network of radio or TV broadcast) can be used by


stations able to transmit and receive PCL. Dedicated transmitters of active
omni-directional and continuous wave- MSPSR will use current PSR frequency
forms. bands.
Two system types are derived from MSPSR offers several improvements
this concept: compared to a conventional Primary
Surveillance Radar: 3D detection,
“ active” MSPSR with dedicated
higher renewal rate (1.5 s instead of
(“controlled”) transmitters,
4-5 s), resistance to wind-farms ef-
“ passive” MSPSR relying on trans- fects, and lower energy consumption.
mitters of opportunity, identified as
The configuration is adaptable to the
“PCL” (Passive Coherent Location).
environment and can be reconfig-
The strength of this technology is ured. It re-uses existing infrastruc-
such that localisation of aircraft is tures such as communication masts.
now available in the three dimensions The coverage can be extended by
and with a faster renewable rate com- adding transmitters (Tx) and receivers
pared to current PSR. Existing trans- (Rx) as necessary in order to respond
Main weather hazards with impact to ing, better data quality for national
mitters (opportunity transmitters as to various applications.
safety are: Storms (Cumulonimbus) & numerical weather prediction, high
heavy rain (Gust fronts), Wake Vortex, resolution / high refresh rate for haz-
Severe Weather turbulences (CAT), ards monitoring (wake vortex, wind
Wind-shear & microburst,… shear,…). Several solutions are ex-
Development of weather aviation plored: Networked short range sen-
systems for Terminal Approach & Air- sors, Rotating Phased Array Radar
port Controls is necessary to improve (PAR), fixed face PAR…
MSPSR
safety in adverse conditions and to re- typical
duce flight delays & optimize airport deployment
capacity.
Existing surveillance equipments are
not optimized for weather airport ser-
vices: Weather radars from National
Met Offices are localized far from the
airport, Weather channel of Primary
ATC Radar has poor quality, Terminal
Weather Radars have not been de-
ployed in Europe and are based on old
technology in US…
Some R&D programmes (US FAA/
NEXTGEN MPAR) are working on inno-
vative evolution based on electronic
Multi-Function Approach that allow
rapid & adaptive scanning, increase
lead time for weather hazard warn-

60 61
Acronyms and Terminology
TERM DEFINITION
ACAS Airborne Collision Avoidance System
ADS-B Automatic Dependent Surveillance – Broadcast
ADS-C Automatic Dependent Surveillance – Contract
ANSP Air Navigation Service Provider
ASTERIX All-purpose Structured Eurocontrol Radar Information Exchange
ATC Air Traffic Control
ATM Air Traffic Management
ATN Air Traffic Network
ATS Air Traffic Service
CAA Civil Aviation Authority
ELS ELementary Surveillance
ES Extended Squitter
ESARR EUROCONTROL Safety Regulatory Requirement
FAA Federal Aviation Administration
FOD Foreign Object Detection
FRUIT False Replies Un-synchronised In Time
GNSS Global Navigation Satellite System
GPS Global Positioning System
GS Ground Station
ICAO International Civil Aviation Organization
ID IDentification
KPA Key Performance Areas
MLAT MultiLATeration
MSPSR Multi Static Primary Surveillance Radar
MSSR Monopulse secondary surveillance radar
MTBCF Mean Time Between Critical Failures
MTBF Mean Time Between Failure
MTTR Mean Time To Repair
NM Nautical Mile
PoD or PD Probability Of Detection
PCL Passive Coherent Location
PMR Precision Runway Monitor
PSR Primary Surveillance Radar
R&D Research and Development
RF Radio Frequency
Rx Receiver
SAP System Access Parameter
SESAR Single European Sky ATM Research Programme
SMR Surface Movement Radar
SSR Secondary Surveillance Radar
STCA Short Term Conflict Alert
TDOA Time Difference Of Arrival
TIS-B Traffic information services-broadcast
TMA Terminal Manoeuvre Area
TOA Time Of Arrival
TWT Travelling Wave Tube
Tx Transmitter
UAT Universal Access Transceiver
VDL VHF Data Link
VHF Very High Frequency
WAM Wide Area Multilateration

62
© Photos: Thales, XSight, Airbus, Getty, Fotolia.
Graphic design: Maogani
References: Thales Air Systems

THALES AIR SYSTEMS


Parc tertiaire Silic – 3, avenue Charles Lindbergh – BP 20351
94628 Rungis Cedex – France – Tel: +33 (0)1 79 61 40 00
www.thalesgroup.com
Air traffic management

a guide to
global
Global surveillance surveillance
Although widely deployed Primary and Secondary Radars are
considered as highly proven equipment, more recent technologies
such as Automatic Dependent Surveillance - Broadcast (ADS-B) and
Wide Area Multilateration (WAM) offer today mature alternatives to
secondary radars.

Choosing a surveillance solution adapted to your current and future


operational needs, your ATM environment and your budget is not easy.

The objective of this booklet is to present the different surveillance


sensors available on the market, interfaces with automation systems,
real case studies and the Global Surveillance concept by Thales. This
booklet will show you how the Global Surveillance concept can help
you meet tomorrow’s traffic flows and your objectives for even higher
safety, enhanced efficiency and lower costs.

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