Unit-3 RADAR SERVICES AND FIS 1401 co-ordination between radar / non radar control – emergencies FLIGHT INFORMATION ALERTING SERVICES, COORDINATION, EMERGENCY PROCEDURES AND RULES OF THE AIR 1

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

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

Primary Surveillance Radar (PSR)

Secondary Surveillance Radar (SSR)

Objectives of Radar Service For Improving airspace utilization For Reduceing flight delays; For Facilitating direct routings and more optimum flight profiles For Enhancing safety

TYPES OF RADAR PRIMARY SURVEILLANCE RADAR-PSR SECONDARY SURVEILLANCE RADAR-SSR

PSR Radar at Heathrow Airport 8

PSR SSR 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

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

Principle, Advantages and Disadvantages PSR Principle, Advantages and Disadvantages

Primary Surveillance Radar 12

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

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

Advantages of PSR Operates independently irrespective of target No Action Reqd from the Aircraft

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

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

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).

Principle, Advantages and Disadvantages SSR Principle, Advantages and Disadvantages

Secondary Surveillance Radar 20

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

SSR-Beacon 22

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. The need to be able to identify aircraft more easily and reliably led to another radar development  SSR

Radar Beacon At Schipol Airport 24

Schematic of SSR & PSR

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

Airborne Architecture at Aircraft

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

Transponder Must be inspected every 24 calendar months (controlled airspace)

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

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

SSR Radar Screen-3D Vector Scan

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)

Comparison between PSR & SSR

PSR vs. SSR 1 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

RADAR SERVCE AREAS Types and Purpose

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

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.

Enroute Traffic Control Centre at Atlanta-USA

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

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

Minimum Safe Altitude

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

MEA-6500

FIS on Screen

Air space Traffic In Miami

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

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)

Non Radar Control & Radar Control Definition, Techniques in each, Radar Separation Control

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

Radar Control Services Services for D & E Airspace Radar Advisory Service to F Airspace Radar Flight Information Service to G airspace

( 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

Techniques of Non Radar Control By Horizontal separation between Aircrafts, based upon time, or routes, or aircraft position based on ground-based navigation aids By Altitude grouping -the easiest and most common method for cruising altitude as in trans-oceanic sectors. By route intersection points (fix posting area) easiest Non Radar control

Types of Non Radar Separation Vertical separation – Longitudinal separation – Lateral separation – Geographical separation – Omni Track Separation – Visual separation

When light aircraft operating directly behind a Heavy aircraft

When light aircraft crossing behind a Heavy Aircraft

Co-ordination between radar / non radar control Adequate separation between aircraft maintained between the radar-controlled and non radar control. Radar separation based on the use of RPS shall be applied Under no circumstances the edges of the radar position should touch or overlap Radar separation be maintained between the radar-controlled flights and any other observed radar position

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

co-ordination between radar / non radar control Radar Separation minimum & coordination

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

PERFORMANCE CHECKS Adjusting the radar display Carrying out checks on the accuracy of the display as per ATC manual Functional capabilities of the radar system is satisfied by the controller If there is any difficulty in the peformance, it is reported

RADAR IDENTIFICATION PSR Identification Procedures SSR Identification Procedures

PSR Identification By Departing Aircraft Method By position report method-position By Turn Method

PSR Identification Departing Aircraft Method: By correlating an observed radar position indication with an just departed aircraft (within 1 NM of runway) By position report method-position indication with an aircraft reporting its position By Turn Method: An aircraft identified by ascertaining the aircraft heading

SSR Identification Through a Call Sign or Code By Direct recognition By transferring Radar Identification to the pilot By observation to a set of Codes

SSR Identification Aircraft identification by a SSR Label thru a code/call sign By Direct recognition of the aircraft identification of a Mode S-equipped aircraft in a radar label; By transfer of radar identification By observation of compliance with an instruction to set a specific code;

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,

COORDINATION AND RULES OF THE AIR Co-ordination and emergency procedures

Services of the Air Area Control Service-for Enroute Approach Control Service-50Km radius Aerodrome Control Service-thru’ the Control tower for starting the engine, take off and landing

Stages in Co-ordination between ATC Units Announcing the flight and conditions for transfer of control Coordination of transfer and agreement on the control conditions Transferring of control to the accepting ATC unit or control sector.

Important Coordination Zones Between ATC Centres Between Area Control Service and Approach Control Service Between Approach Control Service and Aerodrome control Service Between ATC and Military service Between Met and ATC

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

Rules of the Air Protect person and property Minimum Safe Altitude Cruising Levels Dropping or Spraying No towing by another aircraft No acrobatic flight No flying in Restricted Areas Right of way for heading and speed

Flight information and advisory service – Alerting service Sigmet,FIS Scope,Air reporting on designated route,Air data transmission, Alerting service

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

Vaisala (UK) Sigmet

Scope of Flight Information service SIGMET information regarding volcanic activity, volcanic eruptions and volcanic ash clouds; Info concerning the release into the atmosphere of radioactive materials or toxic chemicals; Information on changes in the serviceability of navigation aids Information on changes in condition of aerodromes and associated facilities, including information on the state of the

Air Reports on Designated Air Route Moderate to severe Turbulence Severe Icing Hail cumulonimbus Cloud (type of cloud tall, dense, and involved in thunderstorms) Any met condition in the opinion of the pilot to affect aircraft operation

Cumulonimbus Cloud

Methods of Transmission of Air Data By method of directed transmission on the initiative of the appropriate ATS unit to an aircraft By an acknowledged transmission to all aircraft concerned By a Broadcast By a data link

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)

Suggest a course of action to avoid any hazard An air traffic services unit providing air 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

Alerting Service Phases Uncertainty in phase-no communication from aircraft in less than 30’ Alerting phase no news of aircraft following A Distressing Phase following A,B -with widespread enquiries

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

Flight Information Service-Chennai Lateral and Vertical Airspace Unit providing Service-ACC Chennai Call Sign-Chennai Radar- RSR Frequency-118.9 MHz,125.7 MHz Airspace under ATS=F Airspace outside ATS=G