Radio Aids to Air Navigation

GNSS
Satellite Navigation

Global Navigation Satellite System

 Radio Aids to Air Navigation
Satellite Navigation

As of 2017, the main GNSSs are:

> GPS. America’s Global Position System.
> GLONASS. Russia’s Global Orbiting Navigation Satellite System.
> BeiDou-2. A system being developed by China—not currently fully operational.
> Galileo. A system being developed by the EU—not currently fully operational
 Radio Aids to Air Navigation
Satellite Navigation

It’s important to recognize that the calculations about position,

speed and altitude relate to the antenna itself, and not the
receiver

GPS is the system which break it down three parts:

• The space segment

• The control segment
• The user segment
 Radio Aids to Air Navigation
Satellite Navigation

The Satellite Network

receiver

The GPS satellites transmit signals to a GPS receiver

GPS operations depend on a very accurate time reference,

which is provided by atomic clocks on board the satellites
 Radio Aids to Air Navigation
Satellite Navigation

Three Segment GPS System

 Radio Aids to Air Navigation
Satellite Navigation
The Space Segment
 Radio Aids to Air Navigation
Satellite Navigation
The Space Segment
GPS constellation consists of 32 non-geostationary satellites in
medium Earth orbit, although not all satellites are active, orbits once
every 11 hours, 58 minutes and 2 seconds altitude of 20,200 km
(that’s an orbital radius of 26,571 km)
 Bentuk Orbits Radio Aids to Air Navigation
Satellite Navigation

Satellite
Geostationary Orbit :
berhimpit dengan garis
ekuator
Polar Orbit : tegak
lurus dengan ekuator
Inclined Orbit :
membentuk sudut
dengan bidang
ekuator
 Radio Aids to Air Navigation
Satellite Navigation

minimum of four
satellites can be
seen 15° above
the horizon at
almost any time,
from any point on
the planet
although in reality
there are
generally more.
 Radio Aids to Air Navigation
Satellite Navigation

Control segment
The control segment refers to
a number of ground stations
situated around the globe
(close to the equator)

used to track, control and send

information to each of the GPS satellites
 Radio Aids to Air Navigation
Satellite Navigation

Control Station
(MCS) at Shriever
Master
Air Force Base in Control
Colorado, USA Station
(with a backup at
Vandenberg Air
Force Base in
California).
Control
Segment
Monitor
Station
 Radio Aids to Air Navigation
Satellite Navigation

User Segment
GNSS Receiver
There are two parts to most GNSS Receiver : “Antenna” and “Receiver Unit”
 “Antenna” receive signal from the satellite (pseudo random pulse)
 “Receiver” makes sense of the information being received and process
the data turns it into measurements, such as latitude and longitude

What does the GPS Receiver do?

 It Calculates “how long” it takes the signal from satellite it can see to
arrive
 It multiplies that time by the speed of light to calculate the distance
to each satellite
 It then calculates it position relative to no fewer than three
satellites using trilateration
Radio Aids to Air Navigation
Satellite Navigation

Counting delay time of pseudo

random code
 Radio Aids to Air Navigation
Satellite Navigation

Trilateration
Untuk menentukan titik kordinat atau posisi user diperlukan minimum 3 (tiga) buah satellites

Why does should be use 3

satellites
Because the receiver know the precise
position of each satellite when the signal was
sent, it can translate its own relative position
into an Earth-based coordinate system
 Radio Aids to Air Navigation
Satellite Navigation

Setiap satellite memancarkan carrier frequency

yang isinya “pulse code” secara acak secara
terus menerus

Setiap GPS receiver akan menerima signal

carrier frequency yang berisi “pulse code”
tersebut dalam waktu yang berbeda-beda
(selisih waktu pengiriman dan penerimaan di
receiver tersebut menentukan jarak terhadap
satellite

Distance = 3 x 108 x Δt
Note :
Pulse code di modulasikan ke carrier frequency terlebih dahulu 1575.42 MHz / 1227.6
MHz
ADSB

Automatic
Dependent
ADSB Surveillance
Broadcast
Radio Aids to Air Navigation
RADAR

3 µs
 ADS-B ?
Automatic :
bahwa dalam bekerjanya tidak memerlukan perintah atau eksekusi dari seorang penerbang untuk
menyebarkan/mengirim infrmasi datanya ke pesawat lain maupun ke stasiun bumi.
Dependent :
informasi data yang disebarkan tergantung pada ketepatan posisi dilihat dari minimum tiga
satellite (misanya GPS) serta kecepatan pengiriman data dari pesawat terbang

Surveillance :
ADSB mengirimkan atau menyebarkan informasi tentang posisi, ketinggian, kecepatan dan
informasi lain yang diperlukan dalam sistim navigasi dan surveillance.

Broadcast :
Informasi secara terus menerus disebar atau dengan istilah di broadcast ke segala arah, sehingga
dapat dimonitor oleh pesawat lain di sekitarnya ataupun oleh stasiun di bumi.
What is ADS-B
ADS-B system is a hardware equipment installed onboard aircraft and it
transmits automatically the location (latitude, longitude) of the aircraft and
its movement data (speed, heading, altitude) via a digital data link (1090
MHz). These transmissions are received and can be used by other aircraft and
traffic control centers to display the aircraft’s position its movement without
the need for radar

ADS-B basic principle

ADS-B works by using satellites signals and aircraft avionics systems to interpret
aircraft data and broadcast it to ATC (air traffic controllers) on a continuous basis
and in almost real-time. Satellite signals are interpreted by an aircraft GPS
receiver. ... ADS-B Out is the first and main function that the FAA has addressed
Identification,
current position,
altitude, and
velocity
Sistem ADS-B terdiri dari :

Satellite : GPS, Glonnass, dll.

Aircraft : semua pesawat yang

telah dilengkapi dengan
peralatan ADS-B
Ground Facilities : peralatan
di darat yang dapat menerima
informasi signal dari pesawat
Aircraft Equipment
ADSB-Out : memberikan/menyebarkan data surveillance
ke pesawat terbang lain disekitarnya ataupun ke stasiun
bumi
ADSB-In : menerima signal dari ADSB-Out

The “ADS-B Out” capability on board is enabled by

transponders interfaced with the relevant avionics
systems (such as GNSS, pressure altimeters etc.).
Many aircraft have ADS-B Extended Squitter
capability already available packaged with the
Mode S Enhanced Surveillance installations already
mandated for core-European airspace
 Broadcasts may include:
1. Flight Identification (flight number or call sign)
2. ICAO 24-bit Aft Address (globally unique airframe code)
3. Position (latitude/longitude)
4. Position integrity/accuracy (GPS horizontal protection limit)
5. Barometric and Geometric (Altitudes)
6. Vertical Rate (rate of climb/descent)
7. Track Angle and Ground Speed (velocity)
8. Emergency indication (when emergency code selected)
9. Special position identification (when IDENT selected)
 Position (latitude/longitude)

Geometric Altitudes
Vertical Rate Geometric Altitudes
Track Angle Vertical Rate
Ground Speed Track Angle
Emergency Ground Speed
Emergency
ADSB-Out

Position (latitude/longitude)

Geometric Altitudes
Vertical Rate
Track Angle
Ground Speed
Emergency
Ground Station
 Ada yang ditanyakan ????

Yang penting untuk diingat :

 ADSB merupakan navigasi yang berbasis Satellite
 ADSB menggunakan frequeqncy 1090 MHz
 ADSB di pesawat terbang terdiri dari ADSB-IN dan ADSBOUT
 ADSB-OUT terpancar ke segala arah sehingga dapat diterima oleh
pesawat terbang lain dan oleh petugas pengatur lalu lintas udara di
ground station
 ADSB data terdiri dari : Geometri Altitude, Vertical Rate, Track
Angle, Ground Speed dan Emergency
Traffic Collision Avoidance System (TCAS)
Traffic Collision Avoidance System (TCAS) adalah sebuah alat di pesawat udara yang
dirancang untuk mencegah kejadian tabrakan antara pesawat terbang di udara.
Peralatan ini digunakan untuk memantau wilayah udara di sekitar pesawat udara terhadap
pesawat lainnya (intruder)

TCAS melibatkan komunikasi antara semua

pesawat dilengkapi dengan Transponder yang
sesuai (tersedia transponder diaktifkan dan
diatur dengan benar). Setiap pesawat TCAS
dilengkapi menginterogasi kesemua pesawat
lainnya posisi mereka (Fekuensi Radio 1030
MHz) dan balasan pesawat lain untuk
interogasi lainnya (Frekuensi Radio 1090
MHz). siklus Interogasi-dan-Respon ini
dapat terjadi beberapa kali per detik.
 TCAS I
Yang mampu untuk memantau situasi lalu lintas di sekitar
pesawat terbang dan memberikan rincian tentang Bearing
dan Ketinggian lalu lintas di dekatnya. Dapat menghasilkan
peringatan tabrakan dikenal sebagai "Lalu Lintas
Penasehat" Traffic Alert (TA). Ketika TA dikeluarkan, pilot
diberitahu tentang ancaman, tapi harus menentukan prosedur
menghindari tabrakan diperlukan.

TCAS II
Yang memberikan pilot dengan petunjuk khusus tentang cara
untuk menghindari konflik dengan lalu lintas. Instruksi ini
dikenal sebagai "Resolusi Advisory" (RA) dan dapat
memerintahkan pilot untuk turun, naik, atau menyesuaikan
kecepatan vertikal. TCAS sistem II juga mampu berkomunikasi
satu sama lain untuk memastikan bahwa RA disediakan untuk
setiap pesawat memaksimalkan pemisahan.
TCAS III
Di samping informasi penasehat pada lalu lintas udara (TA) harus memberikan rekomendasi
untuk menghindari tabrakan ancaman (RA) di bidang vertikal dan horizontal. Menghindari
ancaman tabrakan horizontal terkait erat dengan akurasi keberadaan pesawat yang bertentangan.
Prinsip yang digunakan dari pemantauan jarak jauh dalam pembangunan sistem TCAS tidak
memberikan akurasi yang diinginkan dari koordinat sudut relatif.
Multilateration (MLAT)
Multilateration (MLAT) systems are powerful
means for air traffic surveillance. These systems
aim to extract, and display to air traffic
controllers identification of aircrafts or
vehicles equipped with a transponder. They
provide an accurate and real-time data without
human intervention using a number of ground
receiving stations,

It is based on a methodology known as Time

Difference of Arrival (TDOA) which can be
utilised in one of two ways:
 The signal from a mobile unit is measured at a number of known, fixed locations
 The signals from a number of fixed locations are measured by a mobile receiver
MLAT System Components
A transmitting system usually an aircraft transponder (any Mode).
A receiving antenna and receiver that receives the transmissions.
A processing unit that calculates and outputs the MLAT tracks.

Working Principle
 MLAT generally requires a minimum of 3 receivers ideally (4+ receivers) in a particular
area that can receive signals from the aircraft that is transmitting. This receiver units
continuously listen for replies transmitted by the aircraft`s transponder.
 When a signal is broadcast from an aircraft`s transponder, it must be received by 3 or more
ground stations. Since individual aircraft will be at defference distances from each of the
ground stations, their replies will be received by each station at fractionally different times.

 The Time Difference of Arrival (TDOA) is then measured. The TDOA basically calculates the
time it takes the signal from the aircraft to reach the receiver. This is done by using advanced
computer processing techniques and a central MLAT server.
 Once calculated, this data is then displayed on the Radarbox website.