Automatic Dependent Surveillance System Research Articles

Improving the Reliability of the Information and Measurement System of Aviation Surveillance

It is shown that various sensors are used to ensure air traffic control in civil aviation, namely: primary and secondary radars, multilateration surveillance systems, automatic dependent surveillance systems of broadcast and contract types, multistatic radars. Based on the analysis of the main disadvantages of the considered systems, it was concluded that the use of multilateration aircraft surveillance systems (MLAT) is promising. The need to improve the reliability of MLAT is noted. The work proposes a method of structural and informational redundancy of MLAT based on the introduction of an additional receiver into its design. It allows to measure the distance to the aircraft using the energy method. The analysis of increasing the reliability of MLAT at various redundancy rates is carried out.

Algorithm for Processing Measurements of a Hybrid Aviation Surveillance System

It is shown that a significant disadvantage of the broadcast-type automatic dependent surveillance system (ADS-B) used to solve the problem of aviation surveillance is its vulnerability to spoofing attempts. To eliminate this disadvantage, it is currently proposed to use the monitoring of ADS-B data using multilateration aviation surveillance systems (MLAT). The work shows the necessity of MLAT modernization to ensure a reliable solution to the problem of aviation surveillance in the event of failure of one or more reception points. To do this, it is proposed to use hybrid methods for assessing the coordinates of an aircraft. It can reduce the number of minimum required receiving positions due to the structural and informational redundancy of the aviation surveillance system. Structures (scenarios) of hybrid multi-position aviation surveillance systems and algorithms for processing their measurements have been developed. The algorithms ensure an increase in the reliability of the formation of estimates of aircraft coordinates.

A digital model of airport surface traffic

The article proposes a digital model for determining permissible trajectories of objects moving within the air-port landside area. This model can be used for assessing the reliability of information provided by automatic dependent surveillance systems, as well as for filtering false targets. False targets can arise due to reflection of radio signals emitted by surveillance systems from large objects, as well as due to active interference or spoofing attacks. The developed model is of particular importance for assessing the reliability of information provided by automatic dependent surveillance-broadcast systems at aerodromes with an average level of traffic complexity, since it allows simpler solutions in terms of surveillance compared to multilateration systems or secondary surveillance radar systems operating in Mode S.

Aircraft Mode S Transponder Fingerprinting for Intrusion Detection

Nowadays, aircraft safety is based on different systems and four of them share the same data-link protocol: Secondary Surveillance Radar, Automatic Dependent Surveillance System, Traffic Collision Avoidance System, and Traffic Information System use the Mode S protocol to send and receive information. This protocol does not provide any kind of authentication, making some of these applications vulnerable to cyberattacks. In this paper, an intrusion detection mechanism based on transmitter Radio Frequency (RF) fingerprinting is proposed to distinguish between legitimate messages and fake ones. The proposed transmitter signature is described and an intrusion detection algorithm is developed and evaluated in case of different intrusion configurations, also with the use of real recorded data. The results show that it is possible to detect the presence of fake messages with a high probability of detection and very low probability of false alarm.

Towards operational use of aircraft‐derived observations: a case study at London Heathrow airport

Mode‐Selective Enhanced Surveillance (Mode‐S EHS) aircraft reports can be collected at a low cost and are readily available around busy airports. The new work presented here demonstrates that observations derived from Mode‐S EHS reports can be used to study the evolution of temperature inversions since the data have a high spatial and temporal frequency. This is illustrated by a case study centred around London Heathrow airport for the period January 4–5, 2015. Using Mode‐S EHS reports from multiple aircraft and after applying quality control criteria, vertical temperature profiles are constructed by aggregating these reports at discrete intervals between the surface and 3,000 m. To improve these derived temperatures, four smoothing methods using low‐pass filters are evaluated. The effect of smoothing reduces the variance in the aircraft derived temperature by approximately half. After smoothing, the temperature variance between the altitudes 3,000 and 1,000 m is 1–2 K; below 1,000 m, it is 2–4 K. Although the differences between the four smoothing methods are small, exponential smoothing is favoured because it uses all available Mode‐S EHS reports. The resulting vertical profiles may be useful in operational meteorology for identifying elevated temperature inversions above 1,000 m. However, below 1,000 m they are less useful because of the reduced precision of the reported Mach number. A better source of in situ temperature observations would be for aircraft to use the meteorological reporting function of their automatic dependent surveillance system.

An analysis and model for Automatic Dependent Surveillance Broadcast (ADS-B) continuity

The surveillance function of air traffic management is critical to aviation safety. It determines the identity of an aircraft, its state and intent to support air traffic controllers in ensuring that aircraft comply with the specified separation minima. The conventional surveillance system in use for many years is the radio detection and ranging (radar) system, with the more recent ones being wide area multi-lateration based on distance measurement equipment, and Automatic Dependent Surveillance System Broadcast (ADS-B) exploiting the navigation and communications functions of Air Traffic Management to disseminate aircraft state vector and other relevant data to air traffic controllers and other suitably equipped aircraft. The differences between these systems lie in their performance measured in terms of accuracy, integrity, continuity, availability, reliability, adaptability and scalability to the operational environment. The ADS-B system was proposed by the International Civil Aviation Organization, to address the limitations of the radar system, which include unavailability of coverage in remote, oceanic and lower altitude areas, limited services in extreme weather conditions, obsolescence of spare parts, inability to accommodate increasing air traffic and incapability to support future enhanced airborne and ground surveillance applications. However, to date research on the characterization of ADS-B system performance is lacking. This work analyzes ADS-B continuity using real-time data collected from ADS-B ground stations in the London Terminal Maneuvering Area. ADS-B continuity is measured as the rate (in seconds) at which periodic ADS-B messages are received at the ground stations. The results reveal that there is a deterministic pattern in the update rate, with 80% of the messages broadcast within the required 2 s. The factors that influence continuity are identified using statistical methods and incorporated in a mathematical model relating the factors to ADS-B continuity. This model is recommended to the relevant stakeholders including Air Navigation Service Providers and regulators to evaluate and monitor the system performance.

Synthesis of algorithms for the detection and resolution of collision conflicts based on data from the automatic dependent surveillance system under uncertainty

Algorithms for the detection of collision conflicts of aircraft are synthesized based on the statistical decision theory and the data obtained from an automatic dependent surveillance system. The algorithms are based on calculating the logarithmic likelihood ratio for the alternative hypotheses consisting of the unpredicted meeting of aircraft or the absence of a meeting. The meeting criterion is the fulfillment of conditions for the parallel approach of aircraft. Thresholds for decision making are chosen and the levels of false alarms are estimated. A stochastic algorithm for the guaranteed resolution of conflicts complying with comfortable or maximally acceptable load factors is developed.

IMPLEMENTATION OF AERONAUTICAL LOCAL SATELLITE AUGMENTATION SYSTEM

Abstract. This paper introduces development and implementation of new Local Satellite AugmentationSystem as an integration component of the Regional Satellite Augmentation System (RSAS) employingcurrent and new Satellite Communications, Navigation and Surveillance (CNS) for improvement of the AirTraffic Control (ATC) and Air Traffic Management (ATM) and for enhancement safety systems includingtransport security and control of flights in all stages, airport approaching, landing, departures and allmovements over airport surface areas. The current first generation of the Global Navigation Satellite SystemGNSS-1 applications are represented by fundamental military solutions for Position, Velocity and Time ofthe satellite navigation and determination systems such as the US GPS and Russian GLONASS (Former-USSR) requirements, respectively. The establishment of Aeronautical CNS is also discussed as a part ofGlobal Satellite Augmentation Systems of GPS and GLONASS systems integrated with existing and futureRSAS and LSAS in airports areas. Specific influence and factors related to the Comparison of the Currentand New Aeronautical CNS System including the Integration of RSAS and GNSS solutions are discussedand packet of facts is determined to maximize the new satellite Automatic Dependent Surveillance System(ADSS) and Special Effects of the RSAS Networks. The possible future integration of RSAS and GNSS andthe common proposal of the satellite Surface Movement Guidance and Control are presented in thechangeless ways as of importance for future enfacements of ATC and ATM for any hypothetical airportinfrastructure.Keywords: ADSS, ATC, ATM, CNS, GSAS, LRAS, RSAS, SMGC, Special Effects of RSAS.

Automatic Dependent Surveillance-Broadcast/Cockpit Display of Traffic Information: Pilot Use of the Approach Spacing Application

An operational evaluation of the automatic dependent surveillance system and cockpit display of traffic information (CDTI) provided an opportunity to examine how pilot use of CDTI enabled them to maintain predefined spacing intervals from other aircraft. Seventy percent of the controller -issued traffic calls resulted in positive visual acquisitions (83% displayed on CDTI). Approximately 55% of the approach clearances that included instructions to "follow that traffic" involved communication problems and operational concerns. In light of the findings and the participants' comments, changes to proposed procedures and supporting phraseology will be constructed and evaluated for the approach spacing application.

Automatic Dependent Surveillance--Broadcast/Cockpit Display of Traffic Information: Innovations in Pilot-Managed Departures

An operational evaluation of the automatic dependent surveillance system and cockpit display of traffic information (CDTI) was performed in October 2000. It provided an opportunity to examine how the use of a CDTI influences pilot/controller operational communications. Departure profiles were established to evaluate the ability of flight crews and air traffic controllers to manage long (6 nautical miles [nm]) and short (4.5 nm) spacing intervals between departing aircraft. Approximately 4% of the departures conducted when CDTI was not used and 9% when it was involved communication problems. Fortunately, controllers and pilots detected and corrected these problems in midstream. When pilots executed CDTI departures, there was an overall increase in time on frequency, more time spent under local control during the day, and departures were completed in less time when assigned the short spacing interval.

AUTOMATIC DEPENDENT SURVEILLANCE (ADS)

The function, working principle, the principles of usage andthe advantages of modern Automatic Dependent Surveillancesystem (ADS). The functions of the mentioned system aremanifold and its primary function is to enable the automaticexchange of various data between air traffic control units withthe aim of maintaining the safe separation of aircraft. Datasuch as call sign, aircraft position, time, altitude, vector information,speed, meteo information etc. can be fonvarded periodicallyor on request, and are received automatically in theaircraft via flight management computer (FMC). Also, theoverview of the possible communication systems which enablethe usage of ADS is given, with special emphasis on ADS aspart of further global development of navigation and air trafficsafety system, which was approved by the International CivilAviation Organisation (JCAO). Finally, a new, improved versionof Automatic Dependent Swveillance, ADS- B (Broadcast)is briefly outlined, a version which enables omni-directionalemission of addressed infonnation.

Development of experimental automatic dependent surveillance system and inflight performances

AbstractThe automatic dependent surveillance (ADS) system has been developed and tested through flight trials using INMARSAT satellites. ADS is a new surveillance system that uses a satellite datalink for aircraft in oceanic areas. Test results showed that the ADS transmission protocol is reliable and message losses are very few, the transmission delay for the R channel is about 3.4 s and that for the T channel is 15.6 s under fair link conditions. The latter should be reduced for additional improvement in surveillance capability in the future. It may increase due to degradation of link condition by aircraft attitude change.