Introduction

Air Traffic Monitoring systems provide aircraft information to air traffic controllers, which
includes the position of the aircraft, its current altitude, and even the flight number.
Since the establishment of monitoring systems in the 1920s, the technology used has
improved to increase coverage and range. The improvement in air navigation systems
has further enhanced air traffic control systems, and with the introduction of the future
air navigation system (FANS) in the year 1985, it expanded the operational capabilities
of air traffic control systems, bringing a number of benefits to Air Traffic Controllers and
flight crew.

Limitation of the radar system

Primary surveillance radar (PSR) and secondary surveillance radar (SSR) systems are
part of the air traffic monitoring system used in ATC and they contain limitations.

Primary Surveillance Radar Limitations

Primary surveillance radar uses the echo principle, transmitting a high-power signal,
some of which is reflected to the beacon when the signal transmitted hits the aircraft.
Using the speed of sound and the time taken for the echo to return, the distance and
direction of the target aircraft can be determined.

PSR does not provide information on the aircraft’s altitude and flight number. It also has
shorter range than SSR. It determines the aircraft’s position using slant range
measurement rather than true range which presents some challenges for multi-radar
tracking systems, and can often report false targets such as ground vehicles and birds.
The presence of ground and weather clutter will lead to poor detection performance,
especially for flights tangent to the radar. It is more costly to install and maintain as
compared to SSR. High transmitter power is required for long range performance,
resulting in interference and environmental concerns. Systems also require optimum

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site with unobstructed view to aircraft, and with minimal ground clutter for better
detection.

Secondary Surveillance Radar Limitation

Unlike primary surveillance radar which measures the bearing and distance of targets
using the detected reflections of radio signals, SSR receives information from targets
that are equipped with a radar transponder, which sends out an encoded reply signal
after receiving the interrogation signal.

SSR has a slower signal transmission than PSR. It is also dependent on aircraft
avionics; all target aircraft operating must have their transponder turned on. Thus, the
SSR will be unable to receive information if the transponder is turned-off. As it relies on
information gathered from other on-board equipment, it will transmit incorrect
information if the aircraft has faulty equipment. Moreover, there are no error detections
provided in downlinked 4 digit code and altitude from Mode C transponders. It may not
be accurate enough for aerodrome surface applications due to transponder delay
uncertainty.

It has poor azimuth accuracy and resolution, thus it may not be able to resolve two
aircraft at the same location. It can sometimes confuse Mode A replies as Mode C, vice
versa. Systems may also require optimum position with unobstructed view to aircraft.

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FANS and Modern Communications

Future Air Navigation System (FANS) was developed by ICAO to serve as a protocol for
separation management of aircraft during increases in the volume of air traffic. It also
serves to improve aviation communication, navigation and surveillance in the rapid
growth of air travel via data link technology between the ATC and aircraft. Very High
Frequency (VHF) radio or satellite communication (SatCom) systems are used to allow
digital transmission of short and simple messages between the aircraft and ATC.

The FANS concept, also known as the communications, navigation, surveillance/air

traffic management (CNS/ATM) systems, involves a composite and interrelated set of
technologies largely reliant on satellites. CNS/ATM systems comprises of three main
elements; communications, navigation, surveillance.

The communication element introduces voice communications and satellite data,

capable of global coverage, along with data transmission over high frequency (HF)
channels. Transmission of voice will resume to take place over existing VHF channels,
however, there will be an increasing usage of digital data transmission from these VHF
channels. SSR Mode S, which is gaining popularity for surveillance in high-density
airspace, is capable of transmitting digital data between ground and air. An aeronautical
telecommunication network (ATN) will manage digital data interchange between
end-users over different ground-ground and air-ground communications subnetworks.
Future communications systems allow more direct and efficient linkages between
airborne and ground automated systems in conjunction with pilot/controller
communications. One such example is Controller Pilot Data Link Communication
system (CPDLC), which is a two-way data-link system by which controllers can transmit
non-critical strategic measures to an aircraft as a substitute for voice communications.

The navigation element sees improvement in navigation with the inclusion of

progressive introduction of area navigation (RNAV) capabilities along with the global
navigation satellite system (GNSS). These systems provide for worldwide coverage and
the use of worldwide enroute navigation and non-precision approaches. Suitable

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augmentation systems and linked procedures will allow these systems to support most
precision approaches. Triumphant implementation of GNSS guarantees aircraft to
navigate in all types of airspace globally, giving many States the opportunity to
dismantle some or all of their existing ground-based navigation infrastructure.

The surveillance element delivers a major breakthrough, with the implementation of

automatic dependent surveillance (ADS). ADS enables aircraft to automatically transmit
their position, and additional data like aircraft heading, speed contained in the flight
management system (FMS), via satellite or other communications links, to an ATC unit
where the position of the aircraft is reflected on a radar display. With the implementation
of ADS, oceanic and continental areas, that are currently not covered by radar, will also
be covered. ADS-broadcast is an alternative for circulation of aircraft position
information. Any user, whether airborne or on ground, that is within range of the
broadcast, receives and processes the position information broadcasted by the aircraft
periodically. System users have real-time access to similar data, through same displays,
allowing a wide improvement in traffic situational awareness. This compensates the
limitations of PSR and SSR as it reduces errors in position reports with extended
surveillance using ADS. As ADS has the ability to track aircraft in oceanic and
continental areas with no radar coverage, it addresses the range limitations of PSR and
SSR. With ADS, it improves emergency assistance and is also less costly than PSR
and SSR.

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Operational Benefits for ATS and airline operators

The benefits to air traffic services are that it ensures that all necessary information,
including information needed for dynamic flight planning, is available to all ground and
airborne systems. It ensures the provision of well-adapted flight operations and
harmonises safety procedures on a global scale. In addition, it enhances contingency
planning and improves strategic airspace management, while increasing tactical
airspace pliability. It thus allows an increase in available capacity without increasing the
controllers’ workload.

From the airline operators’ perspective, it improves the accuracy of information related
to the flight progress, ensuring enough separation from terrains. This allows aircraft to
maintain their own separation under specific circumstances, ensuring aircraft can
operate in any weather condition, enhancing airline flight operations with ground system
and functional integration of airborne systems, ensuring the trustworthiness of database
information and reduces maintenance costs as CNS/ATM systems decreases the need
for ground-based equipment, which are costly to maintain.

In conclusion, future navigation systems will improve the processing and transmission of
information and help extend surveillance using ADS and improve navigational accuracy.

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 References
1) Air Traffic Management- A guide to Global Surveillance. (2018). Retrieved from
https://www.icao.int/NACC/Documents/Meetings/2014/ADSBIMP/ADSBIMPP12.
pdf

2) Future Air Navigation System (FANS). (2018). Retrieved from

https://www.uasc.com/docs/default-source/documents/whitepapers/clay-lacy-fans
-white-paper.pdf?sfvrsn=ab09925c_2

3) Global Air Navigation Plan for CNS/ATM Systems. (2018). Retrieved from
https://www.icao.int/publications/Documents/9750_2ed_en.pdf

4) Guidance Material on Comparison of Surveillance Technologies (GMST). (2018).

Retrieved from
https://www.icao.int/APAC/Documents/edocs/cns/gmst_technology.pdf

5) IMPLEMENTATION OF ADS-C & CPDLC SERVICES. (2018). Retrieved from

https://www.icao.int/NACC/Documents/Meetings/2014/AUTOSWIM/AUTOSWIM
P14.pdf

6) Radar Basics - Radar Principle. (2018). Retrieved from

http://www.radartutorial.eu/01.basics/Radar%20Principle.en.html