11

Unit-3RADAR SERVICES AND FIS1401

Unit-3RADAR SERVICES AND FIS1401

co-ordination between radar / non radar control – emergencies FLIGHT INFORMATION ALERTING SERVICES, COORDINATION, EMERGENCY PROCEDURES AND RULES OF THE AIR

22

Syllabus1. Radar service, Basic radar terminology – Identification

procedures using primary / secondary radar performance checks – use of radar in area and approach control services – assurance control and co-ordination between radar / non radar control – emergencies

2. Flight information and advisory service – Alerting service – Co-ordination and emergency procedures – Rules of the air.

3

Key Topics Covered

1. Radar Control & Non Radar Control2. Methods of Improving an existing

Airport to a New Airport3. Air Transportation in India4. Flight Information5. Difference between ICAO system and

Calvert System

4

Primary Surveillance Radar (PSR)

5

Secondary Surveillance Radar (SSR)

6

Objectives of Radar Service

For Improving airspace utilization For Reduceing flight delays; For Facilitating direct routings and

more optimum flight profiles For Enhancing safety

7

TYPES OF RADAR

1. PRIMARY SURVEILLANCE RADAR-PSR2. SECONDARY SURVEILLANCE RADAR-

SSR

88

PSR Radar at Heathrow Airport

9

ATC RADAR

SSRPSR

By reflection of an EchoPulse from a Site on a Monitor

For Airport Enroute Surveillance

Thru a TransponderAt the Aircraft

A Passive Radar An Active Radar

1010

ATC RADAR

ATC RADAR = PSR + SSR Airport Surveillance radar Air Route Surveillance Radar

11

PSR

Principle, Advantages and Disadvantages

1212

Primary Surveillance Radar

13

PSR

1. Transmits radar energy detected by the aircraft by reflected radar energy

2. Aircraft return is displayed on the ATC console at a range and bearing with aircraft position

3. Coverage limited between 80NM to 200NM for en-route control purpose

4. Used as a Backup to SSR

14

Features of PSR

Monitor all the aircraft in the airspace-upto a distance of 65 NM at S band (2.7 to 2.9 GHz) @ 25 KW peak -Av 2 KW @ 15 rpm.

Operating totally independently of the aircraft target.

Weather conditions detected in six levels of rain intensity

Provide range & direction information from the reflected signal from the aircraft.

Passive Radar-no action from the aircraft required to provide to ATC

Primary Radar

15

Advantages of PSR

Operates independently irrespective of target

No Action Reqd from the Aircraft

16

Radar Vectoring-for guidance

A heading issued to the Aircraft for navigational guidance by a Radar is called Vectoring in Radar

If the aircraft to fly straight on the screen, Radar Vectoring is = fly heading 360.

If the aircraft to fly east, or to RHS, Radar Vectoring= heading 090

17

SSR (Special service Codes) Code

two groups; discrete and non-discrete A non discrete ends in 00(7600 'Radio

Failure‘) and any code not ending 00 is discrete code

18

Disadvantages

TX signal limited by ‘line of sight’ interrupted by buildings, hills & mountains.

More power be radiated for getting returns from the target & little power is recd.

Hence displayed target will be fading (not clear).

19

SSR

Principle, Advantages and Disadvantages

2020

Secondary Surveillance Radar

2121

SSR-Secondary Surveillance Radar

Provide

1. Range, 2. Bearing, 3. Altitude and 4. Identity (call sign) of an

aircraft.

2222

SSR-Beacon

23

Characteristics of Secondary Surveillance Radar (SSR)

An Active Surveillance Radar for accurate information working at 1030 MHz with Mode S interrogation

Size Smaller than r than PSR, be mounted either single or Combined with PSR (ARS11)

Aaircraft detected thru 'transponder‘ fitted at the aircrafat.

Transponder - radio TX & RX receiving on one frequency (1030 MHz) and transmitting on another (1090 MHz).

SSR detects 1. identification of the aircraft, 2. the height of aircraft, 3. speed and 4.direction of flight.

2424

Radar Beacon At Schipol Airport

25

Schematic of SSR & PSR

26

Functioning of SSR1. A ground-based transmitter, the

interrogator, very specific types of signals (1030 and 1090 MHz) broadcasts a radio signal to the aircraft

2. A transponder on the aircraft receive and reply to this signal

3. Transponder replies with a different series of pulses that gives aircraft identifier and altitude

4. If a plane did not respond correctly, then the target is an enemy aircraft

PSR and SSR are synchronized, both returns will be displayed on the ATC console

27

Airborne Architecture at Aircraft

28

Transponder to Interrogator A radar which the object to be detected

fitted transponder Radar pulses transmitted from interrogator

received in Transponder Transponder send a distinctive transmission

to the Interrogator. Reply transmission received back at the

transmitter/receiver site for processing and displayed at ATC facility

29

Transponder

Must be inspected every 24 calendar months (controlled airspace)

3030

SSR Identification Procedure

1. SSR transponder selected on Mode 3/A (4096 codes) and Mode C simultaneously

2. Pilots will maintain the same setting in the Transponder

3. ATC instruct the dep. Flight to operate the transponder

31

Transponder codes A,C & S Mode A -basic SSR Mode aircraft's

transponder for Aircraft Identification using a 4 Digit Octal Code

Mode C-for altitude Pressure with 4 digit Octal Code identification

Mode S- for Multipurpose identification using 2 µS pulse from a Single reply with multiple formats from the Aircraft called Mono pulse-widely used

32

SSR Radar Screen-3D Vector Scan

33

Advantages of Secondary Surveillance Radar SSR

Higher Range Low power required to radiate the signals,

thus reduce the cost. Providing more information: aircraft’s

identity, altitude & speed. Giving a clearer display Easier to identify aircraft on SSR

(interrogation)

34

Comparison between PSR & SSR

35

PSR vs. SSR1 Give Direction, height

and distance Give additional info of signal identification and altitude

2 Works on Passive Echo Works on Active Echo (Thru Transponder)

3 No reflected signal processing

Reflected signal processing

4 No interrogation Interrogation

5 Back up to SSR By itself

36

RADAR SERVCE AREAS

Types and Purpose

3737

Radar Service Areas

1. AERODROME CONTROL SERVICE AREA-for apron management at the aerodrome

2. AREA CONTROL SERVICE AREA- for enroute air traffic

3. APPROACH CONTROL SERVICE AREA for arriving and departing air traffic

38

Aerodrome Control Service ADCS Service given to the aircraft from the

control tower (–> TWR) with its extended field of vision, to start engines for take off or to land

ADCS directs taxiing aircraft and manages airborne traffic in the immediate vicinity of the airport.

39

Enroute Traffic Control Centre at Atlanta-USA

40

Area Control Service

ACS for the safe flow of traffic along airways (–> En-route) and in certain portions of terminal control areas (–> APP).

ACS cover for various altitudes and geographic sectors

41

Minimum Safe Altitude-MSA

An Altitude-Allowing adequate vertical clearance from terrain and manmade obstacles, and allowing proper navigational functions.

Depending on VFR & IFR For VFR flights 1000’ in non

mountainous area and 2000’ in mountanous area

42

Minimum Safe Altitude

43

Minimum Enroute Altitude-MEA Lowest published altitude of an aircraft

flying on IFR legally on a given route MEA listed as a Number-6500-the lowest

minimum altitude ensuring signal coverage from navigational aids

Minimum Enroute Altitude-determined by the local terrain and navigation equipment –

At night aircraft not allowed to descend a min enroute altitude

44

MEA-6500

45

FIS on Screen

46

Air space Traffic In Miami

4747

ARTCC-Air Route Traffic Control Centre-Enroute Air Route Surveillance Centre=Air

Route Traffic Control Centre. Objective: For providing air traffic

control service on IFR flight plan in controlled airspace & on Enrouote

For assistance service to VFR Flight

48

Approach Control Service

Approach control service for flights arriving and departing from an airport in a specific control zone (–> CTR) and in terminal control area (usually within a 50 km radius of the airport)

49

Non Radar Control & Radar Control

Definition, Techniques in each, Radar Separation Control

50

Non Radar Control

1. a method of providing Air Traffic Control service without the use of radar, used in Sparingly populated Areas

2. Used in Low Traffic Airports

51

Radar Control Services

1. Services for D & E Airspace2. Radar Advisory Service to F

Airspace3. Radar Flight Information

Service to G airspace

52

( Horizontal )Radar Separation Minimum 5 NM horizontal radar separation up to 60

NM from radar head except 6 NM horizontal radar separation to aircraft in the approach and departure phases of flight shall be applied

the LIGHT an aircraft operating directly behind the HEAVY aircraft at the same altitude or less than 1000 ft below

53

Techniques of Non Radar Control

1. By Horizontal separation between Aircrafts, based upon time, or routes, or aircraft position based on ground-based navigation aids

2. By Altitude grouping -the easiest and most common method for cruising altitude as in trans-oceanic sectors.

3. By route intersection points (fix posting area) easiest Non Radar control

54

Types of Non Radar Separation

1. Vertical separation –2. Longitudinal separation – 3. Lateral separation – 4. Geographical separation – 5. Omni Track Separation –6. Visual separation

55

When light aircraft operating directly behind a Heavy aircraft

56

When light aircraft crossing behind a Heavy Aircraft

57

Co-ordination between radar / non radar control

1. Adequate separation between aircraft maintained between the radar-controlled and non radar control.

2. Radar separation based on the use of RPS shall be applied

3. Under no circumstances the edges of the radar position should touch or overlap

4. Radar separation be maintained between the radar-controlled flights and any other observed radar position

58

Approach Radar Procedure

Sequence of arriving aircraft informed by the approach radar controller to Aerodrome controller

pilot is advised the type of approach as well as the runway to be used

59

co-ordination between radar / non radar control

Radar Separation minimum & coordination

60

Radar Identification and Coordination

Performance checks – use of radar in area and approach control services – assurance control and co-ordination between radar / non radar control – emergencies

61

PERFORMANCE CHECKS

1. Adjusting the radar display2. Carrying out checks on the accuracy of

the display as per ATC manual3. Functional capabilities of the radar system

is satisfied by the controller4. If there is any difficulty in the peformance,

it is reported

62

RADAR IDENTIFICATION

PSR Identification Procedures SSR Identification Procedures

63

PSR Identification

I. By Departing Aircraft MethodII. By position report method-

positionIII. By Turn Method

64

PSR Identification 1. Departing Aircraft Method: By correlating an observed

radar position indication with an just departed aircraft (within 1 NM of runway)

2. By position report method-position indication with an aircraft reporting its position

3. By Turn Method: An aircraft identified by ascertaining the aircraft heading

65

SSR Identification

1. Through a Call Sign or Code2. By Direct recognition3. By transferring Radar Identification

to the pilot4. By observation to a set of Codes

66

SSR Identification

1. Aircraft identification by a SSR Label thru a code/call sign

2. By Direct recognition of the aircraft identification of a Mode S-equipped aircraft in a radar label;

3. By transfer of radar identification4. By observation of compliance with an

instruction to set a specific code;

67

Emergencies In the event of an emergency, every

assistance shall be provided by the radar controller, and

The procedures as per the situation Progress of an aircraft in emergency shall

be monitored and plotted on the radar display until the aircraft passes out of radar coverage,

68

COORDINATION AND RULES OF THE AIR

Co-ordination and emergency procedures

69

Services of the Air

1. Area Control Service-for Enroute2. Approach Control Service-50Km

radius3. Aerodrome Control Service-thru’ the

Control tower for starting the engine, take off and landing

70

Stages in Co-ordination between ATC Units

A. Announcing the flight and conditions for transfer of control

B. Coordination of transfer and agreement on the control conditions

C. Transferring of control to the accepting ATC unit or control sector.

71

Important Coordination Zones

1. Between ATC Centres 2. Between Area Control Service and

Approach Control Service3. Between Approach Control Service and

Aerodrome control Service4. Between ATC and Military service5. Between Met and ATC

72

Coordination between Area Control Service & approach control Service

A unit providing approach control service will issue clearances to any aircraft released to it by an ACC without reference to the ACC.

Take-off and Clearance ExpiryTimes –coordinate the departure with unit providing approach control service;

provide en-route separation for departing aircraft

73

Rules of the Air

1. Protect person and property2. Minimum Safe Altitude3. Cruising Levels4. Dropping or Spraying5. No towing by another aircraft6. No acrobatic flight7. No flying in Restricted Areas8. Right of way for heading and speed

74

Flight information and advisory service – Alerting service

Sigmet,FIS Scope,Air reporting on designated route,Air data transmission, Alerting service

75

SIGMET-Significant Meteorological Information

An advisory service providing meteorological information for the safety of all aircrafts

two types of SIGMET-s, convective and non-convective

Non connective Sigmet for severe turbulence or icing or sandstorm

Connective sigmet for thunderstorm

76

Vaisala (UK) Sigmet

77

Scope of Flight Information service1. SIGMET2. information regarding volcanic activity, volcanic

eruptions and volcanic ash clouds;3. Info concerning the release into the atmosphere of

radioactive materials or toxic chemicals;4. Information on changes in the serviceability of

navigation aids5. Information on changes in condition of aerodromes

and associated facilities,6. including information on the state of the

78

Air Reports on Designated Air Route

1. Moderate to severe Turbulence2. Severe Icing3. Hail4. cumulonimbus Cloud (type of cloud tall,

dense, and involved in thunderstorms)5. Any met condition in the opinion of the

pilot to affect aircraft operation

79

Cumulonimbus Cloud

80

Methods of Transmission of Air Data

A. By method of directed transmission on the initiative of the appropriate ATS unit to an aircraft

B. By an acknowledged transmission to all aircraft concerned

C. By a BroadcastD. By a data link

81

Air Traffic Advisory Service objective of the air traffic advisory service

is to make information on collision hazards more effective than it would be in the mere provision of FIS

It may be provided to aircraft in IFR flights in advisory airspace or on advisory routes (Class F airspace)

82

An air traffic services unit providingair traffic advisory service-Shall

Advise the aircraft to depart at the time specified and to cruise at the levels indicated in the flight plan

Suggest a course of action to avoid any hazard

Passing the traffic information to the aircraft as given by area control service

83

Alerting Service Phases

A. Uncertainty in phase-no communication from aircraft in less than 30’

B. Alerting phase no news of aircraft following A

C. Distressing Phase following A,B -with widespread enquiries

84

Alerting Service

To provide service when no communication from the aircraft in less than 30’

Alert in phase when communication with the aircraft fail

Provided to all aircraft as Traffic

control service

85

Flight Information Service-Chennai

1. Lateral and Vertical Airspace2. Unit providing Service-ACC Chennai3. Call Sign-Chennai Radar- RSR4. Frequency-118.9 MHz,125.7 MHz5. Airspace under ATS=F6. Airspace outside ATS=G