Methods and apparatus for an ADS-B system having a single link for communication and/or ADS-B/Mode-S coordination With this arrangement, the system communication is efficiently used

Methods and apparatus for coordinating ads-b with mode s ssr and/or having single link communication

This paper presents a system in concept development that combines the integrity of the civil automatic dependant surveillance - broadcast (ADS-B) system for air-to-air conflict avoidance and air traffic management (ATM) surveillance with the military secure Mark XIIA Mode 5 Identification Friend or Foe (IFF) system as the data link. This new system, coined Military ADS-B (MADS-B), expands the traditional IFF surveillance data of range, azimuth, altitude, and identity (ID) to include each platformpsilas dynamic state of motion and status. This self-reporting system significantly improves positioning and status data between Tri-Service platforms and with Allies - who are also transitioning to the common Mode 5 system. Beyond MADS-Bpsilas securing of ADS-B data, it enables overcoming other surveillance and navigation shortfalls through future software based message additions. The paper summarizes ADS-B operations, the conversion of data to the Mode 5 Level 2 formats, and examples of message extensions providing surveillance enhancements.

Secure ATC surveillance for military applications

An aircraft avionics system (10) for an aircraft, comprising a mission system (2), controlled by an open systems mission computer (OSMC) with a tactical communications system (320) and a tactical navigation system (220); a civil system (1), controlled by a flight management system (FMS) with a civil communications system (310) and a civil navigation system (210), wherein said mission system (2) is logically separated from the civil system (1) through separation of a navigation system (20) of the aircraft into civil navigation system (210) and tactical navigation system (220) and through separation of a communications system (30) of the aircraft (100) into said tactical communications system (320) and said civil communications system (310) and through the independence of the open systems mission computer (OSMC) from the flight management system (FMS), said separation allowing the civil system (1) to operate and be updated independently from the mission system (2).

Aircraft avionics system

A system and technique to derive a position of a non-ADSB equipped aircraft using ADS-B information provided from an ADSB equipped aircraft and bi-static radar processing techniques.

Bi-static radar processing for ads-b sensors

Avionics Made Simple

Military aircrews are beginning to experience the benefits of having quality global positioning system (GPS) navigation information available in the cockpit to support their tactical missions. However, another big improvement in situational awareness is the new capabilities known as communications, navigation, surveillance/ air traffic management (CNS/ATM). If tactical military are to operate within this new performance based airspace, they require operational RNP RNAV, Mode S, and 1090ES ADS-B functionality. To achieve these functionalities, dual use avionics and integrations must be found to capture civil functionality with military equipment. The bottom line is that tactical military achieves the required functionality or they can expect delays, rerouting, and some airspace exclusions. This paper describes one way to get RNP RNAV, Mode S, and 1090ES ADS-B capability in tactical military aircraft.

CNS/ATM for tactical military aircraft

Worldwide, civil aviation is transitioning to a new airspace architecture called Communication, Navigation, Surveillance / Air Traffic Management (CNS/ATM). The International Civil Aviation Organization (ICAO) is leading this effort by establishing standards and addressing minimum equipage for aircraft to operate within this new architecture. Military aircraft are classified as State Aircraft and are not subjected to International Registration. Many do not have the space available to utilize civil approved avionics. To enable military aircraft to operate within this new CNS/ATM airspace, they must capture civil functionality within their military avionics equipment. Specifically, military aircraft must transition from ground based navigation aids (VOR/TACAN) to area navigation in performance-based airspace (RNP RNAV). Likewise, they must transition from secondary RADAR surveillance to Automatic Dependent Surveillance Broadcast (ADS-B). With GPS as the source of accurate positioning, the transition to RNP RNAV is accomplished through cockpit integration, improved processing power, digital databases, modular software and digital cockpit displays. Specific procedures for Departure, Enroute, Terminal and Non Precision Approach must be established and presented to the aircrew without increasing the workload. Data base validity must be established and software qualification must be maintained. Since the specific functionalities of RNP RNAV are still not fully defined by the various certifying authorities, we started by drafting a Functional Requirements Document (FRD) that conforms with presently published RNP performance requirements. If these requirements change, the upgrades will be incorporated in future revisions of the FRD and cockpit software. We are prepared to present the details of the FRD at the conference. Likewise, with GPS installed, the most accurate locating information for each military aircraft will be the self-generated position displayed in that aircraft. Today, this accurate GPS-based aircraft position is not available to the air traffic controller. With the installation of a standard data link and a common reference, a line-of-site broadcast of the accurate GPS-based aircraft self-reports (ADS-B) is possible. These self-reports of aircraft identity WGS-84 geodetic position (Lat-Long-Alt) and velocity vector and will be transmitted up to twice a second. Aircraft within line of sight can use these transmissions to automatically produce a cockpit display of traffic information (CDTI). If all civil and military air traffic participated in an ADS-B network, improved situational awareness and aviation safety would be possible. The same processing power, modular software, and cockpit displays used for RNP RNAV will be used for ADS-B and CDTI. Today, three different data links are being considered for ADS-B but only the Mode S 1090 MHz Extended Squitter is being installed. Both the RNP RNAV and the ADS-B have considerable military utility and improved situational awareness is anticipated within the battlespace as well as within civil airspace.

S. Frain

Papers

CNS/ATM for tactical military aircraft

CNS/ATM for Tactical Military Aircraft