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CNS/ATM in South America

Explore the current status and challenges of CNS/ATM deployment in South America, including VDL2, GPS, and coordination efforts. Learn about satellite and analog communication, GREPECAS initiatives, ACARS implementation, and simulation results.

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CNS/ATM in South America

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  1. CNS/ATM in South America Authors: Alessandro AnzaloniFernando WalterAndréa Ferreira Diego Méndez Castillo ATN 2001

  2. Outline: • The South American Environment • VDL 2 and GPS in South America • Deployment Timescale

  3. The South American Environment Main Traffic Flows

  4. The Present ATS – Air Traffic Service Tributary ACC/FIC dependency Principal Center (XX) Maximum number of communication

  5. Main Characteristics: • Satellite communication • Analog voice communication Disadvantages: • Difficult expansion • Little frequency spectrum for data • A new digital communication network is needed to support the technical requirements of future CNS/ATM system

  6. GREPECAS “CAR/SAM Regional Planning and Implementation Group” • Created to achieve interregional • harmonization in the implementation of • CNS/ATM in the CAR/SAM region

  7. Status of Implementation(CAR/SAM/3-WP/7) 0.69 of recommendations completed

  8. Interregional Coordination and Harmonization An example: specific implementation problems in the CAR/SAM Regional Air Navigation Plan, Part MET

  9. Table Met 2 Regular ExchangesNon-regular Exchanges ( 5 flights per week): (  5 flights per week) T = Aerodrome Forecasts t = Aerodrome Forecasts F = Meteorological Reports and Aerodrome Forecasts

  10. ACARS Most of SAM regions are involved in the implementation of ACARS • Frequency range: VHF (118.0 – 136.975 MHz) • Modulation: AM-MSK • Throughput: 2.4 kbps • MAC: CSMA no-persistent • Data link protocol: Stop-and-Wait • Air-ground communication • Caracter-oriented Protocol

  11. ACARS in Brazil Santarém Belém Boa Vista Jacareacanga Manaus Fernando de Noronha Fortaleza Tabatinga Porto Velho Recife Rio Branco Implemented DEPV’s RGS Implemented SITA’s RGS Planned RGS Petrolina Barreiras Alta Floresta Salvador Cuiabá B.Jesus da Lapa Porto Seguro Campo Grande Brasília Conc. do Araguaia Curitiba Belo Horizonte Foz do Iguaçu Rio de janeiro Guarulhos Porto Alegre Campinas Rib. Preto

  12. VDL Mode 2 • D8PSK • Throughput: 31.5 kbps • MAC: CSMA p-persistent • Go-back-N • Air-ground communication • Bit-oriented protocol

  13. Simulation Results at ITA • ADS-Maximum response Ttime: 0.5 s • VDL packet size: 8312 bits • Packet delay: 0.264 s (considering 31.5 kbps) • To achieve requirement, the maximum delay =0.236 s (SNR, Number of stations) • For SNR = 30dB, Maximum number of stations = 59 • For applications with response time required (ADS and DLIC), there must be a relationship between packet size, SNR and number of stations

  14. GPS • CNS/ATM Environment in SAM • ADS Experiment • Pseudo-range Models • Doppler ShiftMonitoring • GPS Service Integrity Control • Airport Lab • Others

  15. “TEST BED” in SAM /CAR Region MASTER STATION USA MASTER STATION USA HONDURAS BOGOTA MANAUS RECIFE BRASILIA LIMA LAPAZ ANTOFAGASTA RIO DE JANEIRO CURITIBA Master Station SANTIAGO BUENOS AIRES Reference Station VHF-DL Station BALMACEDA UP-LINK Station

  16. ADS Experiment in Brazil (1993)

  17. ADS Experiment in Brazil

  18. Pseudorange Modelling SV real(Xr,Yr,Zr) SV calculated (Xs,Ys,Zs) Ionosphere Troposphere Reference (ITA) (Xu, Yu, Zu) Post -processing Real Time

  19. Pseudorange Modelling

  20. Doppler Shift Monitoring

  21. GPS Service Integrity: Monitoring Reference Site (Xr, Yr, Zr)

  22. GPS Service Integrity: Monitoring Pseudolite 2 (X2, Y2, Z2) Reference Site (Xr, Yr, Zr) Pseudolite 1 (X1, Y1, Z1)

  23. GDOP using “All in View”

  24. GDOP using “All in View”

  25. SAR 3-D Airport Map

  26. Airport Laboratory • By using the existent infrastructure and facilities at São José dos Campos (SP,Brazil), it is possible to train SAM region personnel in: • LAAS • Pseudolites (Pseudo-satellites) • Integrity Control and Regional Nav. Centers • GNSS • CNS-ATM

  27. Deployment Timescale

  28. Acknowledgments This Project is partialy sponsered by the ICAO BRA-95/805 Objective 6 and by CTA/DEPV projects.

  29. END

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