Challenges of Next Generation

Air Traffic Management:

The Case of ADS-B
Presented by
Bhagyashree S.Borekar
Roll No.-8102

Contents
1. Motivation
2. Scope
3. Introduction
4. Comparison
5. Principle of ADS-B
6. Current Scenario
7. Challenges Faced
8. References

Motivation
To successfully handle growing air traffic, avoid accidents and
collisions and to improve the safety of billions of future
passengers, next generation air traffic management systems
are crucial.

Scope
Study of Air Traffic Management with ADS-B system.

Understanding of the current state of the 1090 MHz communication

channel and its behavior under the increasing traffic load.

Challenges face by ADS-B.

What is ADS-B??

New technology that is redefining the paradigm of COMMUNICATIONS

-NAVIGATION -SURVEILLANCE in Air Traffic Management today.

Automatic

No interrogation by external system, and no pilot

input required

Dependent Position and velocity vector based on own ships

navigation, typically from Global Positioning System (GPS)

Surveillance Provides aircraft position and type, altitude,

velocity vector, call sign

Broadcast

Data transmitted to any/all ground and airborne receivers

Principle of ADS-B
Combine satellite-based positioning with a radio frequency (RF)
data-link to continuously and automatically broadcast location
updates and intents
There are two competing ADS-B data link standards that have been
proposed:
1. Universal Access Transceiver (UAT)
- 978MHz frequency
- specifically for use with aviation services
- operates below 18,000 feets

2.

Extended Squitter
- 1090MHz
- Commercial aircraft

Traditional Approach
-Based on RADAR
Primary Surveillance Radars (PSR)

independent and they do not require cooperation from the air-craft.

- transmit high-frequency signals, which are reflected by the target.

Secondary Surveillance Radars (SSR)

- dependant on transponders in the aircraft
-

transponders respond to interrogations from ground stations.

Limitation :- Relatively low precision and detection accuracy

ADS-B Coverage

Get
Position
From
GNSS

GNSS

ADS-B
OUT

ADS-B Avionics Mode

 ADS-B Avionics operating modes

ADS-B Out: The transmission of ADS-B information from aircraft

ADS-B IN : The receipt of ADS-B information by an aircraft

The maximum range between the transmitting and receiving

airplanes is greater than 100 nautical miles (nmi), allowing the
CDTI to display traffic both near and far.

Comparison of Civil Aviation Transponder modes

Message
length

Frequenci
es
(MHz)

Operation
al mode

Use case

Mode A

12 bit

1030 (up)
1090
(down)

Independe
nt/
Nonselective
interrogati
on

Identificati
TSO-C 74 b
on

Mode B

12 bit

1030 (up)
1090
(down)

Independe
nt/
Nonselective
interrogati
on

Pressure
Altitude
Extraction

Mode C

56/112 bit

1030 (up)
1090
(down)

Independe
nt/
Selective
interrogati
on

Multiple

Technical
Standards

TSO-C 74 c

TSO-C
112b

Comparison of Data Links

Mode S Extended
Squitter 1090ES

Universal Access
Transceiver (UAT)

Frequency

1090 MHz

978 MHz

Frequency
Shared with

TCAS, Primary RADAR,

TIS-B,ADS-R

FIS-B, TIS-B, ADS-R

Intended User

Air Transport, High End

General Aviation

General Aviation

Technical Standard

DO-260B, as outlined in
TSO-166b

DO-282B, as outlined in
TSO-154c

Block Diagram

1090 Extended Squitter Message Format

Communication capability

A transmission error in a
received message.

Synchronization
n

Indicates the type of

message

Surveillance data (e.g., identification,

position, velocity, urgency code and
quality level

Benefits
More accurate and consistent
Capacity improvement
Surveillance is easier and less expensive
Capacity
More aircraft fly safely at same time
Significant increase in Non-radar airspace route density
More efficient use of runways for takeoffs and landings

 Efficiency
Aircraft can fly closer together
Implementation is rapid and low cost
ADS-B can be scaled and adapted
Reduced costs per passenger

Safety
Vastly improved situational awareness
Precise position & velocity is broadcast
Real-time data is broadcast
All users see same data
Air and ground traffic visible
Traffic monitoring in Non-radar airspace
Runway incursion awareness

Case Study: Open Sky

Live screenshot of OpenSky reception over Central Europe.

Case Study: Open Sky

Online since

31/01/2013

Area

720,000 km2

Sensors

11

SBS-3 stations from Kinetic Avionics

Received messages

> 4,500,000,000

Flights per day

7,500

Different aircraft

13,000

Challenges Faced
1.

Susceptible to severe message collisions in dense air spaces.

2.

RF attacks with cheap off-the-shelf software-defined radios.

3.

Inject false aircraft positions.

4.

Unencrypted ADS-B messages.

References
1.

Martin Strohmeier et. al., Realities and Challenges of NextGen Air Traffic
Management: The Case of ADS-B, IEEE Communications Magazine ,May
2014

2.

C. Rekkas and M. Rees, Towards ADS-B implementation in Europe, IEEE

Tyrrhenian Intl. Wksp. Digital Communications Enhanced Surveillance of
Aircraft and Vehicles (TIWDC/ESAV), , Sept. 2008

3.

Automatic

Dependent Surveillance

Management Circular No. 2 of 2012

Broadcast (ADSB),Air Traffic

References Contd..
4.

Matthias Schafer et. al., Bringing up OpenSky:A Large-scale ADS-B

Sensor Network for Research, ACM/IEEE Intl. Conf. Information
Processing in Sensor Networks (IPSN) , Apr. 2014.

5.

Automatic Dependent Surveillance Broadcast (Ads-b) Out Based ATS

Surveillance Services , File No. AAI/ATM/AIS/09-09/2014

6.

Steve Podradchik, A pilots guide to practical ADS-B information,

FlyQ EFB from Seattle Avionics ADS-B Primer ,Updated October 15,
2014

References Contd..
7.

William R. Richards et. al., New Air Traffic Surveillance Technology,

Aero Quarterly QTR _ 02 ,pg 7-13

8.

www.ads-b.com

9.

www.trig-avionics.com

10. D. McCallie, J. Butts, and R. Mills, Security Analysis of the ADS-B

Implementation in the Next Generation Air Transportation System,
Intl. J. Critical Infrastructure Protection (IJCIP), vol. 4, no. 2, Aug.
2011, pp. 7887.

Thank you!!!!