ASSIGNMENT 2A

DAM 113
COMMUNICATION, NAVIGATION AND
SURVEILLANCE

PREPARED BY:

LECTURER NAME:
MEJAR MAYA MARIMUTHU

SUBMIT:
25 AUGUST 2016

LATELY, MANY NAVIGATIONAL

SYSTEMS ARE EVOLVED AND
INTRODUCED IN GLOBAL
MARKET. LIST ALL THE FUTURE
NAVIGATION SYSTEMS AND
BRIEFLY EXPLAIN ONE

INDEX

PAGE

INTRODUCTION

OBJECTIVE

AIR TRAFFIC CONTROL USING FUTURE AIR NAVIGATION

SYSTEMS

LIST OF FUTURE NAVIGATION

6-8

EXPLAIN ONE OF FUTURE NAVIGATION

9-11

SUMMARY

12

CONCLUSION

13

REFERENCES

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INTRODUCTION
Navigation is a field of study that focuses on the process of monitoring and controlling the
movement of a craft or vehicle from one place to another. A navigation system is a (usually

electronic) system that aids in navigation. Navigation systems may be entirely on board a
vehicle or vessel (on the ships bridge, or they may be located elsewhere and communicate via
radio or other signals with a vehicle or vessel, or they may use a combination of these
methods. A GPS navigation system is a GPS receiver and audio/video (AV) components
designed for a specific purpose such as a car-based or hand-held device or a smartphone app.
The global positioning system (GPS) is a 24-satellite navigation system that uses multiple
satellite signals to find a receiver's position on earth.

OBJECTIVE
1. To study the navigational system

2. To know how the future air navigation systems concept involves improvements to
communication, navigation and surveillance
3. To identify the future air navigation

AIR TRAFFIC CONTROL USING

FUTURE AIR NAVIGATION

The future air navigation systems (FANS) concept involves improvements to communication,
navigation and surveillance (CNS).
Communications improvement is involved transition from voice communications to digital
communications. Specifically ACARS was used as the communication medium. This allowed
other application improvements. An application was hosted on the airplane known as
controllerpilot data link communications (CPDLC). This allows the flight crew to select
from a menu of standard ATC communications, send the message, and receive a response. A
peer application exists on the ground for the Air Traffic Controller. They can select from a set
of messages and send communications to the airplane. The flight crew will respond with a
WILCO, STANDBY, or REJECT. The current standard for message delivery is under 60
seconds one way.
Navigation improvements is involves a transition from inertial navigation to satellite
navigation using the GPS satellites. This also introduced the concept of actual navigation
performance (ANP). Previously, flight crews would be notified of the system being used to
calculate the position (radios, or inertial systems alone). Because of the deterministic nature
of the GPS satellites (constellation geometry), the navigation systems can calculate the worst
case error based on the number of satellites tuned and the geometry of those satellites. So,
the improvement not only provides the airplane with a much more accurate position, it also
provides an alert to the flight crew should the actual navigation performance exceed the
required navigation performance (RNP).
Surveillance improvements involves the transition from voice reports (based on inertial
position) to automatic digital reports. The application is known as ADS-C (automatic
dependent surveillance, contract). In this system, an air traffic controller can set up a
"contract" (software arrangement) with the airplane's navigational system, to automatically
send a position report on a specified periodic basis every 5 minutes, for example. The
controller can also set up a deviation contract, which would automatically send a position
report if a certain lateral deviation was exceeded. These contracts are set up between ATC and
the aircraft's systems, so that the flight crew has no workload associated with set-up.

LIST OF FUTURE NAVIGATION SYSTEMS

1.

SATELLITE BASED AUGMENTATION SYSTEM- A satellitebased augmentation system (SBAS) is a system that supports wide-area or
regional augmentation through the use of additional satellite-broadcast messages.
Such systems are commonly composed of multiple ground stations, located at
accurately-surveyed points. The ground stations take measurements of one or
more of the GNSS satellites, the satellite signals, or other environmental factors
which may impact the signal received by the users. Using these measurements,
information messages are created and sent to one or more satellites for broadcast
to the end users. Satellite-based augmentation systems (SBAS), such as EGNOS,
complement existing global navigation satellite systems (GNSS).

2.

GROUND BASED AUGMENTATION SYSTEM-

Each of the
terms ground-based augmentation system (GBAS) and ground-based regional
augmentation system (GRAS) describe a system that supports augmentation
through the use of terrestrial radio messages. As with the satellite based
augmentation systems detailed above, ground based augmentation systems are
commonly composed of one or more accurately surveyed ground stations, which
take measurements concerning the GNSS, and one or more radio transmitters,
which transmit the information directly to the end user from the ground up thus
avoiding the constraints associated with GEO Satellites at high latitudes.
Generally, GBAS is localized, supporting receivers within 23 nautical miles, and
transmitting in the very high frequency (VHF) band. The shorter the distance
between the ground station that calculates the differential corrections to the
inbound plane, the higher the accuracy is likely to be. There are stricter Safety
requirements on GBAS systems relative to SBAS systems since GBAS is intended
mainly for the landing phase where real-time accuracy and signal integrity control
is critical, especially when weather deteriorates to the extent that there is no
visibility (CAT-I/II/III conditions) for which SBAS is not intended or suitable.

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3.

EUROPEAN
GEOSTATIONERY
NAVIGATION
OVERLAY SERVICE- The European Geostationary Navigation Overlay
Service (EGNOS) is a satellite based augmentation system (SBAS) developed by
the European Space Agency, the European Commission and EUROCONTROL. It

supplements the GPS, GLONASS and Galileo systems by reporting on the

reliability and accuracy of the positioning data. The official start of operations was
announced by the European Commission on 1 October 2009. According to
specifications, horizontal position accuracy should be better than seven metres. In
practice, the horizontal position accuracy is at the metre level. The EGNOS
system consists of four geostationary satellites and a network of ground stations.
The system started its initial operations in July 2005, with accuracy better than
two metres and availability above 99%; it was certified for use in safety of life
applications in March 2011.[2] An EGNOS Data Access Service became available
in July 2012.
4.

AIRCRAFT BASED AUGMENTATION SYSTEM-

5.

FUTURE AIR NAVIGATION-

6.

MULTILATERATION SYSTEM-

An
augmentation system which augments and/or integrates the information obtained
from the other GNSS elements with information available on board the aircraft.

The Future Air Navigation System

(FANS) is an avionics system which provides direct data link communication
between the pilot and the air traffic controller. The communications include air
traffic control clearances, pilot requests and position reporting. . Radio or satellite
technology (SatCom) is used to enable digital transmission of short, relatively
simple messages between the aircraft and ground stations. Communications
typically include air traffic control clearances, pilot requests and position
reporting.
Multilateration is a common
technique in radio navigation systems, where it is known as hyperbolic navigation.
These systems are relatively easy to construct as there is no need for a common
clock, and the difference in the signal timing can be measured visibly using an
oscilloscope. Multilateration is a proven technology that has been in use for many
decades. It was developed for military purposes to accurately locate aircraft
many of which did not wish to be seen by using a method known as Time
Difference of Arrival (TDOA). Multilateration employs a number of ground
stations, which are placed in strategic locations around an airport, its local
terminal area or a wider area that covers the larger surrounding airspace.

7.

LORAN- LORAN is short for long range navigation was a hyperbolic radio
navigation system developed in the United States during World War II. It was
similar to the UK's Gee (system that used by a Royal Air Force) system but
operated at lower frequencies in order to provide improved range up to 1,500
miles (2,400 km) with accuracy of tens of miles. It was first used for ship convoys
crossing the Atlantic Ocean, and then by long-range patrol aircraft, but found its
main use on the ships and aircraft operating in the Pacific theatre. LORAN, in its
original form, was an expensive system to implement, requiring a cathode ray tube
(CRT) (is a vacuum tube containing one or more electron guns, and a
phosphorescent screen used to view images) display. This limited use to the
military and large commercial users. Use was never widespread, and by the time
new receivers were available in the 1950s, the same improved electronics led to
new systems with higher accuracy.

8.

INERTIAL NAVIGATION SYSTEM- An inertial navigation system

(INS) is a navigation aid that uses a computer, motion sensors (accelerometers)
and rotation sensors (gyroscopes) to continuously calculate via dead reckoning the
position, orientation, and velocity (direction and speed of movement) of a moving
object without the need for external references.[1] It is used on vehicles such as
ships, aircraft, submarines, guided missiles, and spacecraft. Other terms used to
refer to inertial navigation systems or closely related devices include inertial
guidance system, inertial instrument, inertial measurement units (IMU) and many
other variations. Older INS systems generally used an inertial platform as their
mounting point to the vehicle, and the terms are sometimes considered
synonymous.

EXPLAIN ONE FUTURE

NAVIGATION
GROUN BASED AUGMENTATION SYSTEM
Ground-Based Augmentation System (GBAS) is a system that provides differential
corrections and integrity monitoring of Global Navigation Satellite Systems (GNSS). GBAS
provides navigation and precision approach service in the vicinity of the host airport
(approximately a 23 nautical mile radius), broadcasting its differential correction message via
a very high frequency (VHF) radio data link from a ground-based transmitter. GBAS yields
the extremely high accuracy, availability, and integrity necessary for Category I, and
eventually Category II, and III precision approaches. GBAS demonstrated accuracy is less
than one meter in both the horizontal and vertical axis.
In the past, the FAA referred to GBAS as the Local Area Augmentation System (LAAS).
Current GBAS systems approved by the FAA only monitor and augment the Global
Positioning System (GPS) L1 C/A broadcast.

A Category 1 (CAT 1) GBAS system is available and in use in the National Airspace System.
While the FAA has indefinitely delayed plans for federal GBAS acquisition, the system can
be purchased by airports and installed as a Non-Federal navigation aid. The Honeywell
International Satellite Landing System (SLS) 4000 series (SLS-4000) received System
Design Approval (SDA) from the FAA on September 3, 2009, with a follow-on approval of
an enhanced SLS-4000 (SLS-4000 Block 1) in September 2012. The Port Authority of New
York/New Jersey (PANYNJ) purchased and operates the first public use system to receive
FAA operational approval for Newark Liberty International Airport (EWR). Houston Airport
System (HAS) owns and operates the second GBAS to receive FAA operational approval for
Houston's George Bush Intercontinental Airport (IAH). The GBAS systems at both EWR and
IAH are currently being used by United Airlines with Boeing 737 (B-737) and Boeing 787
(B-787) aircraft. The Boeing Company has a private use GBAS installed and approved at its
research and development (R&D) facility at Moses Lake Airport (MWH) in Washington State
and another private use GBAS installed in Charleston, S.C. (CHS) to support B-787 customer
acceptance flights at the Charleston assembly plant.

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The FAA GBAS program is currently conducting an (R&D) and prototyping effort to reduce
the technical risk and validate new requirements associated with meeting the GBAS approach
service type D (GAST-D) service which will be capable of supporting approaches to
Category III (CAT-III) minima. The requirements validation effort supports the acceptance of
national and international standards for GAST-D. This effort will support approval of
International Civil Aviation Organization (ICAO) Standards and Recommended Practices
(SARPs) and RTCA Minimum Operational Performance Standards (MOPS).
Additionally, the FAA is working towards International GBAS implementation and
interoperability by sharing technical expertise, operational experience and approval processes
via the International GBAS Working Group (IGWG). The FAA and the European
Organization for the Safety of Air Navigation (Eurocontrol) co-chair the IGWG.
Representatives from 16 countries attended the last IGWG meeting hosted by Boeing in
Everett, Washington, near the assembly plant for B-747 and B-787 aircraft. Organizations,
airlines and countries such as Airservices Australia, DECEA (Brazil), Deutsche
Flugsicherung (DFS) (Germany), AENA (Spain), Japan Civil Aviation Bureau, NATS (United
Kingdom), DHMI (Turkey), Aerocivil (Colombia), Skyguide (Switzerland), GACA (Saudi
Arabia), KARI (South Korea), Qantas, Japan Air Lines, United Airlines, and All Nippon
Airways participated. Many of these countries and organizations have installed either
operational or prototype GBAS systems and are involved in technical and operational
evaluation activities. Coordination of GBAS participants improves the standardization,
certification and use of GBAS throughout the world.
Based on international press announcements, the number of approved GBAS stations will
continue to increase. A Honeywell press release states that an SLS-4000 is installed at 14
airports (Please click here for more information about international installations) . Outside of
the US, the GBAS station in Bremen, Germany also has operational approval to CAT-I
minima. Stations located in Sydney, Australia and Malaga, Spain are installed and expected to
receive operational approval soon. New GBAS stations have been announced for Frankfurt
(Germany), Zurich (Switzerland), Chennai (India) and the Island of Saint Helena in the South
Atlantic.

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SUMMARY
In this assignment, the objective is to study the navigational system, to know how the future
air navigation systems concept involves improvements to communication, navigation and
surveillance and to identify the future air navigation.

12

CONCLUSION
As a conclusion, future air navigation greater a adherence to slot times, more efficient aircraft
turn-round and pre-departure sequences, accurate predictions of landing time for arriving
flights, improved planning for outbound flights, reduced airport and en-route delays and
enhanced decision making capabilities.

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REFERENCES
1. https://en.wikipedia.org/wiki/Future_Air_Navigation_System
2. https://en.wikipedia.org/wiki/GNSS_augmentation
3. http://www.egnos-portal.eu/discover-egnos/about-egnos/what-sbas
4. https://en.wikipedia.org/wiki/European_Geostationary_Navigation_Overlay_Service\
5. https://en.wikipedia.org/wiki/Multilateration
6. http://www.multilateration.com/surveillance/multilateration.html
7. https://en.wikipedia.org/wiki/LORAN#eLORAN
8. https://en.wikipedia.org/wiki/Gee_(navigation)
9. https://en.wikipedia.org/wiki/Cathode_ray_tube
10. https://en.wikipedia.org/wiki/Inertial_navigation_system

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