1. 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

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 Airport8

9. 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

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

11. Principle, Advantages and Disadvantages
PSR
Principle, Advantages and Disadvantages

12. Primary Surveillance Radar12

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 KW peak -Av 2 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. Principle, Advantages and Disadvantages
SSR
Principle, Advantages and Disadvantages

20. Secondary Surveillance Radar20

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

24. Radar Beacon At Schipol Airport24

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 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

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

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

52. ( 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

53. 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

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

55. When light aircraft operating directly behind a Heavy aircraft

56. When light aircraft crossing behind a Heavy Aircraft

57. 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

58. 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

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

60. 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

61. 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

62. RADAR IDENTIFICATION PSR Identification Procedures
SSR Identification Procedures

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

64. 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

65. 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

66. 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;

67. 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,

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

69. 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

70. 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.

71. 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

72. 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

73. 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

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

75. 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

76. Vaisala (UK) Sigmet

77. 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

78. 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

79. Cumulonimbus Cloud

80. 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

81. 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)

82. 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

83. 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

84. 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

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