Unit-3 RADAR SERVICES AND FIS 1401

1. 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 1

2. Syllabus 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. 2

3. Key Topics Covered • Radar Control & Non Radar Control • Methods of Improving an existing Airport to a New Airport • Air Transportation in India • Flight Information • 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 • PRIMARY SURVEILLANCE RADAR-PSR • SECONDARY SURVEILLANCE RADAR-SSR

8. PSR Radar at Heathrow Airport 8

9. ATC RADAR By reflection of an Echo Pulse from a Site on a Monitor For Airport Enroute Surveillance Thru a Transponder At the Aircraft SSR PSR A Passive Radar An Active Radar

10. ATC RADAR ATC RADAR = PSR + SSR Airport Surveillance radar Air Route Surveillance Radar 10

11. PSR Principle, Advantages and Disadvantages

12. Primary Surveillance Radar 12

13. PSR • Transmits radar energy detected by the aircraft by reflected radar energy • Aircraft return is displayed on the ATC console at a range and bearing with aircraft position • Coverage limited between 80NM to 200NM for en-route control purpose • 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

20. Secondary Surveillance Radar 20

21. SSR-Secondary Surveillance Radar Provide Range, Bearing, Altitude and Identity (call sign) of an aircraft. 21

22. SSR-Beacon 22

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.

24. Radar Beacon At Schipol Airport 24

25. Schematic of SSR & PSR

26. Functioning of SSR • A ground-based transmitter, the interrogator, very specific types of signals (1030 and 1090 MHz) broadcasts a radio signal to the aircraft • A transponder on the aircraft receive and reply to this signal • Transponder replies with a different series of pulses that gives aircraft identifier and altitude • 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)

30. SSR Identification Procedure SSR transponder selected on Mode 3/A (4096 codes) and Mode C simultaneously Pilots will maintain the same setting in the Transponder ATC instruct the dep. Flight to operate the transponder 30

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. SSR

36. RADAR SERVCE AREAS Types and Purpose

37. Radar Service Areas AERODROME CONTROL SERVICE AREA-for apron management at the aerodrome AREA CONTROL SERVICE AREA- for enroute air traffic APPROACH CONTROL SERVICE AREA for arriving and departing air traffic 37

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

47. 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 47

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 • a method of providing Air Traffic Control service without the use of radar, used in Sparingly populated Areas • Used in Low Traffic Airports