(sky-tel) multilateration- aircraft & ground vehicles, compilation, for c-halo

Skybr idge Spectrum Foundat ion & Te lesaurus LLCs - Sky-Te l - Berkeley Cal i fornia USA

December 2009

This following is a compilation of articles and brochures from leading authorities and

equipment companies on current and developing Multilateration TDOA location systems

used both for tracking of aircraft in flight (take offs and landings mostly) and also for

tracking of ground vehicles and aircraft at airports.

These are republished, including on Scribd, by Skybridge Spectrum Foundation and

Telesaurus LLCs (Sky-Tel) (Berkeley, California).

Sky-Tel holds 200 and 900 MHz FCC licenses (CMRS and PMRS) nationwide in the US for

C-HALO (Cooperative High Accuracy Location) and tightly integrated communications for

Smart Transport, Energy, and Environment Radio (STEER) systems, with no-charge core

services for highway safety and flow, better energy systems, and environmental

monitoring and protection. C-HALO employs various methods of advanced Position,

Navigation and Timing (PNT).

Sky-Tel C-HALO will commence with use of GPS-GNSS with N-RTK, and in a second

phase, multilateration (whose transmitters are sometimes called pseudolites), INS, and

other mobile location techniques.

As the following shows, Multilateration has expanded dramatically in form, function, and

applications in the last two decades, as is now being widely deployed. It is very reliable

and cost effective. Its accuracy for the above-noted airport vehicle use, coupled with

corrected-GPS (N-RTK will improve over what airports now use) is sufficient for the

purposes described herein below. Sky-Tel will need to improve the accuracy for C-HALO

lane-based roadway applications, and that appears possible with improvements in

synchronization now available (even without Chip Scale Atomic clocks and tightly

integrated MEMS INS, etc.—see the Sky-Tel material on Schrib on that topic). Thus:

GNSS (GPS and other GNSS combined) with Network RTK (N-RTK) will form the foun-

dation for C-HALO for intelligent transportation systems (ITS) and the broader STEER.

This will need further augmentation in urban and rural “canyons” due to the blockage

of GNSS satellites and RF multipath created in those environments that cause GNSS even

with N-RTK to be insufficiently accurate and reliable. Even heavy traffic in multiple lanes,

given large trucks and busses passing by, can cause blockage and multipath.

This further augmentation will be provided by Multilateration, INS, CSAC, AoA from

nearby ITS roadside communication sites, multi-vehicle positioning coordination (MVPC:

at a given time, one or more vehicles in proximity will not be subject to blockage and

multipath, and can inform others, to resolve multipath and blockage) and other means.

Multiple location techniques are also essential in mission-critical ITS and STEER for

redundancy and higher consistency for the same reasons that is essential for aircraft as

described in a Sky-Tel compilation on aircraft and airport Multilateration below.

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Sensis Corporation to Provide Multilateration to Dubai

World Central International Airport

Airport to Receive Most Proven Multilateration System Available

Sensis Corporation announced that it will integrate with the Park Air Systems Advanced – Surface Movement Guidance and

Control System its multilateration surveillance system, Multistatic Dependent Surveillance (MDS), for ground surveillance

at Dubai World Central International Airport (Dubai World Central). Under construction South of Dubai in the United Arab

Emirates, Dubai World Central will be the world’s largest passenger and cargo hub with an annual capacity of over 12

million tons of cargo and in excess of 120 million passengers. With one proven, uniform architecture, Sensis MDS will

provide high-accuracy multilateration surveillance as well as the ability for future transition to Automatic Dependent

Surveillance – Broadcast (ADS-B).

Dubai World Central is planned to have six parallel runways – three on each side of a centrally located passenger complex.

Additionally, each runway will have extended paved pathways on either side which will allow aircraft to by-pass other

runways and taxiways without disturbing aircraft movements. Initially, Sensis MDS will be deployed to cover the first

runway and taxi areas as well as the apron and stand areas.

Sensis MDS, a transponder multilateration surveillance system, provides precision equal to or better than traditional airport

surveillance radar as well as higher update rates. Additionally, it provides consistent surveillance performance regardless of

weather conditions.

“Multilateration is a flexible solution that can easily grow as an airport grows, making it an ideal solution for Dubai World

Central,” said Tony LoBrutto, Vice President and General Manager of Sensis Air Traffic Systems. “The low cost,

non-rotating sensors are a proven solution for surface, wide area and even en-route surveillance. And the ability to support

ADS-B ensures that this investment will support the airport’s future needs.”

Sensis multilateration has been the solution of choice for more than 20 major airports throughout Europe, Canada and Asia.

Additionally, it is a core component of the FAA’s Airport Surface Detection Equipment – Model X (ASDE-X) system which

Sensis is installing at 35 airports across the U.S.

ABOUT SENSIS CORPORATION

Sensis Corporation provides sensors, information technology, and simulation and modeling to the world’s air navigation

service providers, civil aviation authorities, airports, airlines and militaries. Sensis Corporation solutions are deployed

around the world. For more information regarding Sensis Corporation, visit www.sensis.com.

ABOUT PARK AIR SYSTEMS

Park Air Systems provides Communication, Navigation and Surveillance (CNS) solutions for the world's airspace. It

currently has an installed base encompassing 167 countries. A multi-national operation with facilities in Europe, USA and

Asia, the company is dedicated to implementing advanced air traffic control systems. Throughout Park Air Systems' history

the organisation has specialised in providing leading-edge systems to both aviation and other transport applications. Today

Park Air Systems dedicates itself completely to designing, manufacturing and installing ground-based systems for use in air

traffic control and air defence applications. The company is a wholly owned subsidiary of Northrop Grumman Corporation.

For more information: www.parkairsystems.com.

ABOUT DUBAI WORLD CENTRAL INTERNATIONAL AIRPORT

International Cooperation on Airport Surveillance http://www.icas-group.org/icasgroup/industry-news/20071115-sensis-dub...

1 of 3 12/20/2009 8:27 AMSky-Tel 1 of 45

At the heart of a huge new community is the Dubai World Central International Airport, the world's largest passenger and

cargo hub, ten times larger than Dubai International Airport and Dubai Cargo Village combined. The airport will have an

annual cargo capacity of 12 million tons, more than three times that of Memphis, today's largest cargo hub, and a passenger

capacity of more than 120 million - almost 50% more than Atlanta, currently the world's busiest passenger airport. Built for

the future, Dubai World Central International Airport has been designed to handle all next-generation aircraft, including the

A380 super-jumbo. Up to four aircraft will be able to land simultaneously, 24 hours a day, minimising in-air queuing. For

more information: www.dwc.ae.

Liability for the content of the news assumed by the issuer.

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ICAS-NEWS

Successfull 2009, challenging 2010

>> more

New member from Luxembourg

Alain Richardy >> more

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A-SMGCS NEWS

CARMA: Car Management on Aprons

Developing integrated solution for vehicle management at mid-size airports >> more

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INDUSTRY-NEWS

NATS Selects Era Systems Corporation for UK Height Monitoring Unit

Era has signed a contract to provide a comprehensive height monitoring unit to the United Kingdom air traffic

control provider NATS. >> more

Safety and efficiency further increases at Dublin Airport

The Advanced Surface Movement Guidance and Control System (A-SMGCS) supplied by HITT officially became

operational at Dublin Airport last week. The system ensures safe and efficient movement of vehicles and aircraft in

all weather conditions. >> more

Luftfartsverket Selects Sensis VeeLo NextGen for Vehicle Tracking at Stockholm Arlanda International Airport

Air Traffic Controllers to Receive Improved Situational Awareness of Vehicles on the Airport’s Surface >>

more

International Cooperation on Airport Surveillance http://www.icas-group.org/icasgroup/industry-news/20071115-sensis-dub...

2 of 3 12/20/2009 8:27 AMSky-Tel 2 of 45

Luftfartsverket Selects Sensis VeeLo NextGen forVehicle Tracking at Stockholm Arlanda

International Airport

EAST SYRACUSE, NY – December 14, 2009 – Luftfartsverket (LFV) has

selected Sensis Corporation’s VeeLo NextGen™ vehicle locator unit for

Stockholm Arlanda International Airport. LFV will deploy VeeLo NextGen on

vehicles operating on Arlanda’s runways and taxiways to enhance the air traffic

controllers’ situational awareness of surface operations and reduce the risk of

runway incursions. The agreement includes the purchase of up to 160 VeeLo

NextGens, along with support, maintenance and training services over a

two-year period.

“The Sensis VeeLo NextGen vehicle locator met or exceeded our

requirements,” said Anders Andersson, ATM system manager of LFV. “Using

VeeLo NextGen will greatly improve the surveillance of vehicles operating on

the surface of Arlanda in all weather conditions.”

VeeLo NextGen attains its location from a Satellite-Based Augmentation

System (SBAS)-enabled Global Positioning System (GPS) receiver and

broadcasts its location and identity using the Mode S Extended Squitter

Automatic Dependent Surveillance – Broadcast (ADS-B) message format. The

VeeLo NextGen’s rugged, weather-resistant enclosure can be temporarily or

permanently mounted on the exterior of an airport surface vehicle. Its low

power consumption allows VeeLo NextGen to be operated from a vehicle’s

accessory power outlet. Further, the vehicle locator can be field-configured

using a PC serial interface and VeeLo NextGen software.

“VeeLo NextGen has the unique ability to automatically shut off transmission

when the vehicle exits a predetermined operating area,” said Marc Viggiano,

chief operating officer of Sensis Corporation. “This enables air navigation

service providers to better manage limited broadcast spectrum.”

Ten air navigation service providers have selected Sensis VeeLo NextGen for

deployment at more than twelve airports across four continents.

Print

Copyright ©1999-2009 Sensis Corporation Privacy Policy & Terms of Use Home

Sensis Corporation - Luftfartsverket Selects Sensis VeeLo NextGen for Ve... http://www.sensis.com/docs/791/

1 of 1 12/20/2009 8:30 AMSky-Tel 3 of 45

Adoption MLAT Around the World China Austria USA Australia Canada North Sea New Zealand Certification

Produced by CREATIVERGE. With Support from SRA INTERNATIONAL.

The use of multilateration has been growing globally in recent years.

Interestingly, the very nature of multilateration deployments around

the world, their various applications and characteristics,

underscores the tremendous flexibility of the technology.

This section highlights some unique worldwide applications of

multilateration, and discusses the specific requirements of each that

the system has successfully addressed. This is followed by a

description of the certification process used in vthese applications to

assure that the performance and safety levels traditionally applied

to secondary radar are met, and in many areas exceeded, by

multilateration surveillance systems.

Currently, aviation’s Communications, Navigation and Surveillance

(CNS) systems are gradually transitioning from the traditional

approach of specifying the precise technical characteristics of

individual systems to a “performance-based” standard applicable to

all systems in each of the three CNS groups. Under this new

certification approach to surveillance, for example, multilateration

and secondary radar — which are very different technically —

would be required to meet identical levels of performance.

The global adoption of multilateration is illustrated in the map above with

highlighted countries deploying multilateration systems across six continents.

Home Surveillance Applications Pioneers Adoption ADS-B Benefits Resources

Worldwide Adoption of Multilateration http://www.multilateration.com/adoption/worldwide.html

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Adoption MLAT Around the World China Austria USA Australia Canada North Sea New Zealand Certification


ASDE-X

The US Federal Aviation Administration was an early

adopter of multilateration when it launched its

ASDE-X program in 2000. The system fuses returns

from a primary surface radar with data from an array of

multilateration sensors around an airport to provide a complete

picture of surface movements. The system is currently being

installed at 35 leading US airports, replacing earlier,

non-multilateration radar systems. ASDE-X also incorporates a

predictive multilateration program to alert controllers of potential

conflicts between surface traffic and approaching aircraft.

Colorado

Colorado, one of America’s leading winter vacation destinations,

has launched a state-wide multilateration program to dramatically

increase access to ten mountain airports. Poor radar coverage had

imposed 30 NM buffers” between approaching aircraft, resulting in

excessive delays and cancellations. Purchasing traditional radars to

adequately cover each airport was estimated at $7 million per radar,

excluding installation and maintenance, for a total of $70 million.

Small, high accuracy multilateration stations covering all airports,

and bringing 5-mile approach separations, will total $15 million.

Colorado is purchasing the equipment, with the FAA assuming

ownership, operation and maintenance after commissioning.

Aspen Airport


United States of America http://www.multilateration.com/adoption/usa.html

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Applications Overview Surface Terminal WAM PRM HMU Environmental Mgmt Airport Ops and Revenue Mgmt


Multilateration has introduced a completely new way of thinking

about meeting the needs of ANSPs to upgrade, expand or create

new areas of airspace surveillance. In the past, the requirement to

cover a given airspace could only be considered in terms of

traditional SSR performance, where the system’s limitations often

called for compromises in coverage, the need for additional “gap

filling” installations or limitations on where aircraft could safely

maneuver. With multilateration, those limitations no longer apply.

Multilateration’s unique ability to be precisely “tailored” to completely

meet the coverage requirements for a wide range of applications

has resulted in the elimination of surveillance gaps. This has been

coupled with equivalent — and often superior — performance over

SSR throughout the covered area, at a significantly lower cost.

Furthermore, future surveillance changes that are required to

accommodate new approach, departure or over flight procedures

can be readily and inexpensively achieved by the addition of the

system’s small, unmanned and easily installed sensor stations.

This extreme flexibility allows a totally different planning approach to

traditional, radar-based airspace reconfiguration. In a radar

environment, the controlling factor in airspace changes has always

been to restrict any desired changes to those that can either remain

with the fixed coverage of the established SSR, or those that will

require major investment in relocating the radar or acquiring

additional units.

Multilateration can therefore be seen as not only a tool to increase

airspace utilization and operational efficiency, but as also offering

significant economic benefits and flexibility.

Any multilateration ground station can be used for multiple

applications. This allows for greater cost savings and expansion

capabilities.


Applications of Multilateration http://www.multilateration.com/applications/overview.html

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Applications Overview Surface Terminal WAM PRM HMU Environmental Mgmt Airport Ops and Revenue Mgmt


While the multilateration concept was originally developed for

military air surveillance purposes, one of its earliest civil aviation

applications was in the monitoring of aircraft movements on the

airport’s surface. Today, multilateration is a vital element of

Advanced Surface Movement Guidance and Control Systems

(A-SMGCS), which are currently being deployed at many of the

world’s major airports.

Prior to the introduction of multilateration, airport surface

surveillance was performed by radar — called either Airport Surface

Detection Equipment (ASDE) or Surface Movement Radar (SMR)

— with its rapidly rotating antenna typically mounted above the

control tower for optimum view of the airport surface. However, it

was quickly realized that the radar’s line of sight was blocked by the

large airport terminal buildings, hangars and other obstacles,

preventing its view of many critical movement areas. Heavy rain

was also found to severely affect SMR performance.

The addition of strategically positioned multilateration stations

provides ground controllers with a clear view of every “hidden” area

of the airport surface, with greatly enhanced accuracy and

improved target discrimination, regardless of the weather

conditions.

Unlike SMR, multilateration also provides unique identification of all

aircraft — and not just a “blob” — and stops tags from jumping from

one target to another as they would get near each other.

Another benefit is that small squitter devices, with unique

identification codes, can be mounted on surface vehicles and fully

integrated into the A-SMGCS.

Multilateration-supported A-SMGCS installations are in very wide

use at major airports around the world, and have made a major

contribution to the reduction in runway incursion incidents.

Advanced Surface Movement Guidance and Control Systems

(A-SMGCS)

Copenhagen Airport’s A-SMGCS fuses highly accurate position and

identification data from MLAT ground stations and vehicle tracking units with

SMR data.

A-SMGCS platforms utilizing multilateration have become the industry standard

at the world’s busiest airports to reduce the increasing risk of runway incursions

as operations grow and surface congestion increases. MLAT expands coverage

areas, identifies aircraft, tracks vehicles and maintains performance in all

weather conditions.


Airport Surface http://www.multilateration.com/applications/surface.html

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Online Article

The Oslo, Norway multilateration system provides surface movement surveillance

The expanding use of Multilateration

By David Jensen

When multilateration entered the civil air traffic control (ATC) marketplace in the 1990s,

it largely was to provide surface movement surveillance. The technology has since been

tasked to do much more, and additional applications are being explored.

Multilateration, or MLat, is both backward compatible with secondary surveillance radar

(SSR) and can be forward compatible with automatic dependent surveillance-broadcast

(ADS-B). ADS-B is a developing technology viewed as a significant component in the

Federal Aviation Administration's (FAA's) NextGen and Eurocontrol's Single European

Sky ATM Research (SESAR) modernization programs. Radar, MLat, and ADS-B all

utilize transponder transmissions to perform the corresponding function of pinpointing

aircraft positions.

MLat, therefore, is often viewed as a fitting technological bridge between surveillance

radar and ADS-B. "It's as accurate [as ADS-B] yet doesn't require ADS-B avionics," says

Bill Colligan, vice president and general manager of Era Systems Corp. in Fairfax, Va.

Multiple applications

MLat has come a long way since the 1990s largely because wide area multilateration

(WAM) has been developed to provide surveillance well beyond airports. In one

application or another MLat is in use in locations as diverse as Tasmania, Mongolia,

South Africa, India, Chile and, of course, Europe and North America. Developing

countries that find SSR too pricey to purchase and maintain, have "leapfrogged"

technologically to the relatively less expensive and more advanced MLat.

Multilateration's applications, too, are diverse. Consider the following established,

or proposed, installations:

Sky-Tel 8 of 45

* In Innsbruck, Austria, MLat provides terminal area surveillance where radar is unable

to accommodate full coverage between the towering mountains flanking the Innsbruck

Valley. Since 2005, the 11 MLat ground stations there have provided coverage up to

8,000 feet over a 350-square-nautical-mile area.

* In the North Sea oil patch, MLat will be monitoring offshore helicopter traffic beyond

SSR's 80-nm range. Ground stations (in this case, "over water" stations) on 16 deep-water

oilrigs are slated to be fully operational by summer 2010.

* At the U.S. Marine Corps' 29 Palms Air Ground Combat Center, the 32 MLat ground

stations provide aircraft-positioning accuracy in an area where considerable live

ammunition is fired.

* In Santa Clara, Calif., MLat is used for both airport operations management and

aircraft noise monitoring. Unlike radar, it is geo referenced and, therefore, can accurately

determine an aircraft's position relative to the ground, an important factor in noise

monitoring.

* [Also in Colorado, and at Dulles and Reagan Airports near Washington DC.]

* At Detroit Metro Wayne County Airport, multilateration provides precision runway

monitoring that allows simultaneous parallel approaches to closely spaced (between 3,400

and 4,300 feet) runways.

* In Namibia, a nationwide surveillance system is planned using MLat. The African

country has no radar.

* At Beijing, China, multilateration is used for enhanced terminal surveillance.

* In Frankfurt, the first WAM installed in Germany provides surveillance for one of

Europe's busiest airspaces. It was added to existing surface-monitoring system, and like

nearly all ATC MLat systems, the WAM will process ADS-B messages.

* And in Sydney, Australia, MLat will monitor precision approaches and, starting in

2010, will provide wide area surveillance. The technology serves Airservices Australia as

an interim surveillance system until it fully establishes its ADS-B network.

While surface movement radar must serve solely in an ATC capacity, MLat can determine

landing-fee billings, as well as monitor movements of aircraft on the ground. On average,

landing fees represent at least one-third of an airport's revenue.

In the U.S., United Kingdom, Austria, and other countries, MLat also serves as a height-

monitoring tool for certifying aircraft operating in a reduced vertical separation minima

(RVSM) environment. Certification authorities require that onboard altimetry must be

verified every two years.

MLat's roots

Like many advancement in aviation, MLat has its roots in the military, dating back to the

Sky-Tel 9 of 45

1960s. One of its earliest applications was passively tracking "bad guys" bearing devices

that emit electromagnetic signals.

Today there remains a strong military market for the technology, in air defense, range

control and, still, enemy detection, among other missions. However, worldwide, a

majority of the MLat systems serve a civil use, says Colligan.

The Czech Republic's air navigation service provider (ANSP) was a pioneer in MLat's

civil use. When Czechoslovakia was part of the Soviet Union, the Kremlin designated the

country as a "pocket of excellence" for surveillance technology. Emphasis in advancing

the technology continued after the Soviet Union was dissolved.

Prague-Ruzyne International Airport was first to employ multilateration as an advanced

surface movement guidance and control system (A-SMGCS), in 2001. (The first FAA-

approved A-SMGCS, certified in 2003, is at Gen. Mitchell International Airport in

Milwaukee, Wis.)

In 2002, the first WAM became operational in Ostrava, to assure aircraft are separated by

at least 3 nautical miles. In 2007, the Czech ANSP was first to add wide area surveillance

to A-SMGCS, in Prague. In all cases, MLat's accuracy met the International Civil

Aviation Organization's (ICAO's) and Eurocontrol's radar certification standards.

Era was instrumental in the Czech Republic reaching its milestones. The U.S. company,

Rannoch Corp., acquired Czech-based Era in 2006 and maintained its internationally

familiar name. Prior to the buy-out, the Czech company's business was primarily outside

the U.S.

In 2008, Fairfax-based SRA International Inc., a government contractor with deep roots in

the IT field, chose to enter a product-oriented business by acquiring Era.

The company's primary competitors are Sensis Corp., Syracuse, N.Y., and France's

Thales. Thales North America is teamed with ITT to pursue the multilateration and ADS-

B markets in the U.S. and Canada. [Also, Roke – Simens based in UK.]

How it works

Multilateration can be a passive surveillance system. It accurately determines aircraft

positions by receiving Mode A, C or S transponder signals that are responses to SSR

interrogation. With four receivers, a central processing unit can calculate an aircraft's

position in three dimensions by computing the time difference of arrival (TDOA).

A transponder's emitted pulse will reach the receivers at difference times, and calculation

of those differences will determine an aircraft's position. The system does not need to

know exactly when the pulse was emitted, only the difference in time it is received.

TDOA distinguishes MLat from ADS-B, though they both use ground stations that listen

to transponder signals. With ADS-B, the ground station receives a transmission of an

aircraft's GPS position, altitude and ID from an onboard Mode S transponder.

Sky-Tel 10 of 45

MLat computes the signal-receiving-time differences of a transmission coming from a

Mode A (ID only) or Mode C (ID and altitude) transponders, as well as from Mode S.

MLat proponents believe multilateration would be an ideal backup to ADS-B. "It can

carry you through in case of a GPS outage," suggests Marc Viggiano, Sensis Corp.'s chief

operating officer.

Sensis, Era, and Thales all manufacture dual-use, MLat/ADS-B sensors. "Multilateration

can be used to verify ADS-B tracks," says Colligan.

Regardless the segment of flight under surveillance – en-route, terminal area or approach

and after touchdown – the ground-based MLat sensors function the same, allowing for

flexibility and uncomplicated expansion.

"You can have sensors for airport surface monitoring, and then you can add more sensors

for precision approach, and more sensors yet for a radar substitute," Viggiano says.

MLat ground systems are more dependable and require less maintenance that SSR with its

moving parts. It can withstand lightning strikes, gale-force winds, torrential rain, sand and

dust storms, and extreme temperatures.

When MLat's positioning data is delivered to a ATC screen, the air traffic controller will

notice no difference from radar – except he or she may perceive the aircraft designations

tracking smoother. Secondary surveillance radar, with its rotating antenna, updates an

aircraft's position every four to five seconds, thus creating tracks with a "jumpy"

movement.

Conversely, the stationary multilateration (and ADS-B) sensors and central processor

deliver updates every second, so the aircraft designation on the controller's screen moves

smoothly.

A day will no doubt come when all controller screens will show smooth aircraft tracking.

But not quite yet. In the case of a WAM system Sensis installed in the Colorado Rockies,

the Denver area control center chose not to modify its software to accommodate the faster

updates. Hence, its MLat updates have been slowed to radar speed.

Certified in September, the Colorado system is the first WAM to receive FAA approval

for aircraft separation. Like the Innsbruck installation, the 26 ground stations around

Garfield County Regional Airport, Steamboat Springs Airport, Craig-Moffat County

Airport, and Yampa Valley Airport furnish terminal area surveillance in mountain valleys,

where radar contact is lost.

"These airports are so small they can't justify having radar," says Viggiano. Now aircraft

approaching the four airports, which serve a bustling snow skiing area, can be safely

separated in the terminal control area (TCA) and not have to wait until one lands and files

its arrival before another can enter the TCA.

Like SSR, MLat also can be an active surveillance system. In fact, multilateration

installations used for air traffic control have a rotating interrogator, operating on 1030

Sky-Tel 11 of 45

MHz frequency, collocated with the sensor.

An active MLat system "is best," according to Viggiano, "because you can be assured of

the update rate and of knowing the aircraft's altitude and ID." Unless an aircraft is ADS-B

equipped, a passive MLat system will not receive that input.

A promising market

More multilateration applications are being explored. Although MLat manufacturers keep

their cards close to their chests, Era's Colligan did say that "from a business perspective,

we see multilateration moving into airport surface management, to maximize airport

efficiency and attain better gate and ramp management and resource utilization."

Sensis sees a growing WAM market. "Multilateration offers service providers an

additional surveillance option, and an opportunity for lower costs, expanded coverage and

transition to ADS-B," says Viggiano. "Wide area multilateration is being selected to

replace or augment older rotating radars.

"It provides coverage in geographically constrained areas where rotating radars are not

practical," he adds. "Since WAM independently calculates an aircraft's position with

accuracy on a par with ADS-B, it offers an ideal backup to ADS-B and the ability to

coexist with other surveillance technologies.

Seeking a quieter Washington, D.C.

The Metropolitan Washington Airports Authority (MWAA) recently installed Era

Systems Corp.'s AirScene.com noise and operations monitoring system (NOMS) at

Ronald Reagan/Washington National Airport and Washington Dulles International

Airport.

NOMS was installed, in large part, because Reagan National is located near downtown,

where aircraft noise can be a sensitive issue, and Washington Dulles, which also is near a

population area, is the capital city's busiest airport.

AirScene.com is an integrated airport operations management tool that can be used for

revenue management and gate allocation, as well as for noise monitoring and other

applications. With tracking data from ADS-B and multilateration surveillance, the

system provides an airport with real-time access to all flight track information.

In addition, according to Era vice president Bill Colligan, "we are providing MWAA with

their first public portal to allow concerned citizens to file noise complaints over the web.

This will help airport staff continue their pioneering noise mitigation work."

The interactive web portal includes features such as online complaint entry, report

viewing, address location, noise abatement information and historic replay.

Sky-Tel 12 of 45

Click here to enlarge image

Cape Town has a multilateration system has Era's wide area multilateration/ADS-B

system installed for terminal area surveillance.

Sky-Tel 13 of 45

Posted by Comsoft GmbH |

Category: Automatic Dependent Surveillance - Broadcast (ADS-B) | 27/02/2008 - 15:38:03

Wide Area Multilateration Introduction

Wide Area Multilateration (WAM) is an attractive new surveillance [location tracking] technique for Air

Traffic Control [and also for ground vehicle tracking at airports]. A network of distributed sensors receives

transponder signals from a target of interest, and forwards the received signals with precise timing information

to a Multilateration Server. There the time-difference-of-arrival (TDOA) technique is used for computing the

position of the target.

Multilateration (MLT) has a number of compelling advantages. The actual sensors are compact, purely passive,

and have minimal requirements for power and network connectivity. As an example, COMSOFT's Quadrant

MLT and ADS-B sensor needs about 10W of electrical power, weighs approximately 20 kg and is the size of a

laptop backpack. Once a site offers electricity and network connectivity, the installation of a ground station

requires just a couple of hours with minimum preparation. The ground station provides self-adjustment to the

RF environment and thus can be used operationally right after installation.

The sensor is designed from the ground up to be essentially maintenance-free. Due to their resistance to adverse

weather conditions and their minimal impact on the environment, sensors can easily being mounted in most

locations, making it possible to obtain an obstacle-free omnidirectional view. The multilateration controller is a

commercial-off-the-shelf server running in the benevolent operating conditions of a control centre. Accurate

time stamping at the ground stations ensures that network latency plays only a minor role for the integrity of the

surveillance function.

Low cost for the initial investment and infrastructure combined with the minimal ongoing operating expenses

make WAM networks appealing where the lifetime costs of a radar cannot be justified or afforded.

But not only the cost factor is compelling. Multilateration sensors take advantage of the squitter signals

transmitted by aircraft transponders, as well as of Mode-S and Mark-X secondary radar replies. They typically

offer an update rate well in excess of one per second, and with a suitable sensor configuration they offer a much

higher precision than secondary radar technology.

Principles of Multilateration

The TDOA technique takes advantage of the different travel times of signals from a target to spatially separated

sensor locations. Since electromagnetic signals propagate with the known speed of light c, the time difference of

arrival of the signal at different sensors translates into range difference between the target and the sensors (cf.

figure 1).

Sky-Tel 14 of 45

Figure 1: TDOA technique in wide area multilateration networks

A time difference ∆t = t2−t1 between the reception of the signal at sensor 1 and sensor 2 thus constrains the

position of a target to the set of points such that the distance from the target to sensor 2 is c·∆t smaller than the

distance from the target to sensor 1. As an example, if the signal arrives at both sensors at the same time, ∆t = 0

and the target has to be located somewhere on a plane perpendicular to the line connecting the two sensors and

equidistant from both (cf. figure 2).

In the general 2-dimensional case, the set of points compatible with a given time difference forms a particular

mathematical curve called a hyperbola, shown in figure 2 in blue. Depending on which sensor is closer to the

target, one or the other branch of the hyperbola applies. In the 3-dimensional case the set forms a curved surface

called a hyperboloid. While in the 3-dimensional case, two sensors confine the target position only to such a

surface, three sensor detections restrict it to the intersection of two hyperboloids (i.e. a single curve), and adding

a fourth sensor allows the unambiguous determination of the target position.

Figure 2: Possible target geometry for different TDOA values

Sky-Tel 15 of 45

While theoretically any four distributed sensors are sufficient to pinpoint a target, in practice the resolution and

accuracy of the measurements are finite. If this is taken into account, the geometry of the sensor configuration

has a major effect in determining the actual accuracy of the multilateration solution. If all sensor locations are at

similar directions from the target, even small uncertainties in the time measurement lead to large uncertainties in

the position. Thus, sensors are typically distributed over much of the area of interest. However, if the distance

between the sensors becomes too large, the risk that the more remote sensors completely miss a particular signal

increases. In general, the distance between any two sensors that are expected to contribute to a given solution

lies somewhere between 10 and 100 NM.

Most practically deployed sensor networks will use a minimum of five distributed sensors. This has two

advantages. First, having 5-fold coverage introduces an element of redundancy. Even if one sensor becomes

non-operational, the remaining network can be used to derive a full multilateration solution, thus providing

much higher availability than possible with a non-redundant network. Secondly, having redundant coverage

allows the central controller to select the subset of sensor detections with the most favourable geometry

providing the most accurate position result.

A further advantage of WAM systems is the nearly unlimited scalability of the concept. Additional sensors can

be added, either to overcome line-of-sight restrictions, to improve the geometry in certain areas, or to increase

the overall surveillance volume.

The planning of a multilateration system deployment needs to be supported by careful analysis and modelling.

Powerful tools allow the modelling of the coverage of individual sensors as well as the combined coverage of

sensor networks. A suitable analysis also predicts which level of accuracy can be achieved in different volumes

of interest (e.g. different altitudes) for a given sensor configuration.

Extending coverage with ADS-B

Multilateration determines the position of an aircraft based on the detection of its transmitted signals at multiple

receivers. As described above, the quality of the solution depends on the geometry of the sensor network as well

as on the position of the target with respect to it. In particular, positional uncertainty increases as targets move

outside the borders of the sensor network.

A multilateration solution also requires signal reception at four or more sensors. However, since sensor coverage

is restricted by the requirement for a clear line-of-sight, 4- or 5-fold coverage with a favourable geometry may

be hard to achieve, especially in areas with difficult terrain or in the presence of obstacles.

Automatic Dependent Surveillance - Broadcast (ADS-B) [which is based on GPS- GNSS] is another attractive

new technology to provide ATC surveillance. ADS-B equipped aircraft periodically broadcast their own

position, determined via their navigation system and ultimately derived from GPS. The signal is collected by

ADS-B receivers, decoded, and used directly to build an air situation picture, either for ATC on the ground, or

to improve the situational awareness in the cockpit of other aircrafts.

ADS-B complements multilateration in a number of ways. Since the position is determined and encoded by the

aircraft, the accuracy is the same regardless of the concrete location of the aircraft in the coverage area.

Moreover, since only a single sensor is needed, it is much easier and cheaper to achieve full coverage over large

or complexly structured regions.

The Quadrant MLT and ADS-B sensor has the ability not only to detect telegrams in the 1090MHz Mode-S

downlink format and transmit them with a precise time stamp to a multilateration server; the sensor also decodes

the embedded ADS-B messages and translates them into an ASTERIX category 21 data stream describing the

air situation picture. With this capability, even single-sensor coverage is sufficient to determine the position and

attributes of ADS-B equipped aircraft. Thus, the same sensor network is able to deliver two independent

Sky-Tel 16 of 45

surveillance streams, one based on independent measurements, the second based on the reported position of the

aircraft.

High-Integrity ADS-B

The concept of ADS-B is impressive due to its simplicity. Instead of maintaining a complex and expensive

ground infrastructure to accurately determine the position of an aircraft, the aircraft downlinks its position,

together with unambiguous identifier, current course, speed and vertical movement. Since the information is

directly obtained from the avionics, ATC and pilot share and use the same information. There is only one

noteworthy drawback: If the GPS based positioning differs significantly from the actual position, there is no

means to detect this by an independent system.

To ensure a higher level of integrity, ADS-B [GPS-GNSS technique] can be combined with the TDOA

[multilateration] technique. As described above, it allows two sensors to restrict the position of an aircraft to a

hyperboloid, i.e. a very limited range of positions. An erroneous ADS-B position is very unlikely to fall onto

this hyperboloid, and hence can usually immediately be flagged as implausible. Even if a single ADS-B plot is

accidentally compatible with the TDOA derived restrictions, each new position report will be tested against a

different hyperboloid. Thus, the ADS-B position can be verified to a high degree of integrity using only two

sensors - a requirement much easier to meet than the 4-fold coverage needed for full multilateration.

This approach combines the simplicity and accuracy of ADS-B with an independent confirmation of the

announced position, resulting in a highly trustworthy surveillance system with less strict sensor placement

constraints than required for a full multilateration network.

In figure 3 the coverage results at flight level FL55 for a network of six sensors is visualized. The aim was to

cover the whole country of Slovenia with a minimum number of sensors positioned at specified sites. The

challenge is posed by the inhomogeneous terrain, with valleys at 1500ft elevation surrounded by mountains

reaching 5000ft, and occasional peaks rising up to 7000ft. Within the geographical confines of the network, full

multilateration coverage can be achieved. Sensor coverage is even redundant in most of the central region.

However, by additionally employing ADS-B, a much larger area to be covered. Even high-integrity ADS-B

already offers a valuable extension. While at flight level FL100 and up, nominal multilateration coverage is

achieved for a much larger region, the ADS-B coverage at FL55 is remarkable. Moreover, while the quality of

multilateration solutions degrades with distance from the sensor network, ADS-B reports have uniform high

quality, regardless of the position of the aircraft.

[Go to next page.]

Sky-Tel 17 of 45

Figure 3: Calculated MLT and ADS-B coverage at FL55 for a network of 6 sensors

Optimized Deployment Strategies

The flexibility of combined MLT and ADS-B sensors enables the exact tailoring of a surveillance solution to

individual needs. At a first level, single ADS-B sensors can be installed to complement existing radar solutions.

They can serve as fall-back systems and gap-fillers, by providing additional surveillance coverage in situations

where radar is restricted by line-of-sight.

Alternatively, current multilateration systems can be used as superior and more cost-effective drop-in

replacements for existing or planned secondary radar installations. This will result in a much improved

cost/performance ratio even without considering the additional capabilities of the system.

Such a network will offer significant side benefits. The ADS-B and high-integrity ADS-B reports will increase

the surveillance area, by providing high-quality surveillance data in cases where radar and MLT are restricted by

line-of-sight, or where the large distance from the target introduces inaccuracy for systems based on direct

measurements. As long as ADS-B is not mandatory, this information is especially useful for providing enhanced

situational awareness and as a planning tool.

Sky-Tel 18 of 45

Several large airspaces are on the road to a full ADS-B mandate. Moreover, national and international

organizations are working on regulatory standards to support the use of ADS-B as a replacement of radar. This

will immediately increase the value of existing and future WAM/ADS-B installations. In this case, radar-like

separation and similar services can be offered in the area covered by high-integrity ADS-B, with single-

coverage ADS-B serving as a high-quality fallback. Full multilateration will allow additional surveillance

options for the core area of interest, and the even wider coverage of pure ADS-B can support long-term traffic

flow planning, safe and convenient transfer of aircraft to and from neighbouring ATC regions, and a host of

informational services.

Wide Area Multilateration Conclusion

Multilateration and ADS-B are two compelling new technologies for cost-effective and future-proof surveillance

solutions. The current generation of combined ADS-B and multilateration sensors supports flexible deployment

and enables attractive applications even now. Since the same hardware is used to implement several different

surveillance solutions, systems can be scaled and extended as newly installed systems gradually take over more

and more responsibilities from conventional radars - starting with initial installations for increased situational

awareness, moving to gap-filling applications and wide-area multilateration as backups for secondary radar

systems, and finally to full radar replacement.

Article Co-author - Dr Susanne Och

Susanne Och studied Physics at the University of Erlangen-Nuremberg, Germany. She received her PhD in 1997

after spending also two years at a European research facility in Munich. With experience in Radar remote

sensing and software engineering she joined Comsoft's department for Surveillance Applications in 2007. Dr.

Och works in the field of ADS-B product development with focus on site analysis and implementation.

Sky-Tel 19 of 45

Mode S Based Vehicle Locator

VeeLoNextGenTM

With air travel on the rise, airport surface vehicle congestionis increasing, raising the risk of runway incursions. To address this, airports equipped with multilateration, A-SMGCS or ADS-B systems can easily integrate vehiclelocators into their surface surveillance picture.

Sensis VeeLo NextGen™, a Mode S based vehicle locator,incorporates an improved WAAS-enabled GPS receiver andbroadcasts its location and identity using the Mode SExtended Squitter ADS-B message format to accurately andreliably detect, track and identify airport surface vehicles inthe same manner aircraft are tracked. The small, light-weightunit can automatically end transmission when the vehicleleaves the movement area. VeeLo NextGen connects directlyto the vehicle’s accessory power outlet.

VeeLo NextGen contains a 24-bit ICAO address and cansupport a user defined alpha-numeric code (e.g., radiocallsigns). The unit installs on the external surface of anyairport vehicle and can be easily configured via PC.

Tracking and identification of airport surface vehicles

VeeLo NextGen as detected by Sensis A-SMGCS

Benefits WAAS-enabled GPS receiver and Mode S Extended Squitter ADS-Btransmitter for highly accurate, reliable positioning

Ability to automatically disable transmission when the vehicle leaves movement area

Low power consumption for connection to accessory power outlet

Field configurable via PC

Detect theDifference

Sky-Tel 20 of 45

Mode S Based Vehicle Locator

VeeLoNextGenTM

Sensis Global Headquarters 85 Collamer Crossings East Syracuse, NY 13057 USA

Phone: +1 315 445 0550 Fax: +1 315 446 2209 www.sensis.com email: [email protected]

3/09 © Sensis Corporation 2004-2008

VeeLo NextGenTM SpecificationsTransmit Message Type: DF18 Identification, Surface

Position, and Operational Status Messages per DO-260A

ADS-B Transmit Periods:Surface Position: 0.5 seconds for vehicle in motion,

5 seconds for vehicle at rest

Identification andType: 5 seconds for vehicle in motion, 10 seconds for vehicle at rest

Operational Status: 5 seconds always

Transmit Power: 20 Watts peak power Transmit Frequency: 1090 +/-1 MHz

Pulse & Spectral Conformance: DO-260A, D0-181C

Vehicle ID: Field configurable

24-bit ICAO ID: Field configurable

Operating Temperature: -30 to +55o C

Input Power: 9 to 32 Volt DC, ~4 watts

User is responsible for ensuring usage in accordance with local aviation and communication regulations.

VeeLoNextGen

VeeLoNextGen

MDS/ADS-B

MDS/ADS-B

MDS/ADS-B

MDS or ADS-B sensors collect signals from VeeLo NextGen and transponder-equipped aircraft to provide situational awareness.

While every effort is made to ensure data accuracy, please note that data may be subject to change.

Sky-Tel 21 of 45

SRA is committed to delivering proven solutions for the world’s most

challenging air traffic management needs. Headquartered in Fairfax,

Va., with a strong history of government contracting success, SRA is

an established solutions provider and proven partner to the Federal

Aviation Administration (FAA).

With more than 100 government, commercial and military air traffic

control customers throughout the U.S., Canada, Europe, the Middle East,

Africa, South America and Asia, SRA is an established world leader in

next-generation surveillance and flight tracking solutions and serves the

global Air Navigation Service Provider (ANSP) community with industry-

leading multilateration and ADS-B (automated dependent surveillance-

broadcast) technologies.

Complex SyStemS IntegratIon engIneerIngThe FAA requires proven industry partners positioned to advance its

most challenging goals. For example, in order to provide the most

efficient air traffic management service in the future while maintaining

the highest levels of safety today, the FAA must seamlessly

transform legacy ATC systems into NextGen-capable solutions,

while simultaneously managing current airspace operations. Civil

government and defense customers have relied upon SRA’s systems

integration solutions to successfully engineer complex systems.

Advancing customers’ service delivery through disciplined research,

systems architecture, applied change management and real-time

engineering is one of SRA’s core missions. Our services include:

Systems Architecture & Engineering•

Operations Research•

Configuration Management•

Navigation & Surveillance Technology•

Facility Engineering•

reSearCh and developmentSRA provides cutting-edge technology support to advance research

and development in the aviation industry. SRA has been a partner to the

FAA’s William J. Hughes Technical Center since 1987. Because of SRA’s

commitment to our customers, employees and the global community, we

are able to attract and retain leading experts in their field for this type of

specialty research and development. True innovation and advancement

requires very unique and talented individuals respected in their niche

fields. As a FORTUNE 100 Best Employer for 10 consecutive years, SRA

has the track record to meet government’s demands for an industry

partner who values and respects these very talented individuals as much

as the government does.

aviation programsa trusted provider of air traffic management Solutions

SRA provides Metro Washington Airport Authority with the world’s most advanced noise and operations monitoring software, which includes features such as noise measurement, noise modeling and web-based community engagement.

our reSearCh and development effortS

Multilateration for ATM•

Unmanned Aerial Vehicles•

Next-Generation •Surveillance

Human Factors•

Aircraft Fire•

Safety Testing•

Runway•

Pavement Testing•

Sky-Tel 22 of 45

S R A I N T E R N AT I O N A l - A V I AT I O N P R O G R A M S

Sra International, Inc. www.sra.comDS114-270509

SRA considers the environment in all we do

About SRA International, Inc.

SRA and its subsidiaries are dedicated to solving complex problems of global significance for government organizations serving the national security, civil government and global health markets. Founded in 1978, the company and its subsidiaries have expertise in such areas as air surveillance and air traffic management; contract research organization (CRO) services; cybersecurity; disaster response planning; enterprise resource planning; environmental strategies; IT systems, infrastructure and managed services; logistics; public health preparedness; strategic management consulting; systems engineering; and wireless integration.

FORTUNE® magazine has chosen SRA as one of the “100 Best Companies to Work For” for ten consecutive years. The company and its subsidiaries employ more than 6,800 employees serving clients from headquarters in Fairfax, Va., and offices around the world. For additional information on SRA, please visit www.sra.com.

SRA, SRA International, Inc. and the SRA logo are registered trademarks and service marks owned by SRA International, Inc.

alIgnIng InformatIon teChnology wIth your BuSIneSS prIorItIeSMost IT infrastructures were developed in reaction to immediate

business needs without a strategy for long-term productivity. This

piecemeal approach to combining disparate systems and software

has created a complex, underutilized environment that is difficult

and costly to maintain. SRA brings balance to the infrastructure so it

can efficiently adapt to ever-changing business needs. Our experts

consider the people, processes and technologies that contribute to

our customers’ operating environment. This strategic view helps

us uncover ways to better align IT with the business and build a

foundation that will improve productivity, increase service levels and

control costs and risks. This performance-based approach is critical to

optimize the ANSP environment.

a leader In SurveIllanCe and flIght traCkIng SolutIonSSRA is the pioneer and world leader in next-generation surveillance

and flight tracking solutions with proven multilateration and automatic

dependent surveillance — broadcast (ADS-B) technologies. SRA is

providing high-performance and high-reliability surveillance with

hundreds of operational sensors to more than 100 commercial, air

traffic management and military customers in nearly 40 countries

throughout the U.S., Canada, Europe, the Middle East, Africa, South

America and Asia. And we offer trusted mission-critical systems

integration.

for more InformatIon

To learn more about SRA’s services and our capabilities

please contact us at (703)653-5360 or [email protected].

Sra for the faa natIonal aIrSpaCe SyStem (naS) IntegratIon Support ContraCt (nISC III)Achieving the Next Generation Air Transportation System, or

NextGen, is critically important to our nation’s ability to transport

people, goods and services, and is therefore a lynchpin in our ability

to sustain and grow our economy. The NAS is in the most intense

period of transformation it has ever experienced. The FAA, like most

of America, is faced with workforce challenges and its ability to

attract and retain the engineering talent it needs to transform to

NextGen. SRA has had the unique distinction of being a fortune

100 Best employer for 10 consecutive years. Sra has a history

as a faa support contractor since 1989, has disciplined

systems integration experience, and is an employer of choice.

For the NISC III contract, SRA will deliver more than 1000 members

of the necessary supplemental workforce to the FAA, enabling

NextGen and helping our country realize its true economic growth

potential.

r e C o g n I Z e d f o r Q u a l I t y

CMMI Level 3•

ISO 9001:2000•

IA-CMM version 3.1•

JFK utilizes SRA’s next-generation surveillance technology for the state-of-the-art billing system.

Sky-Tel 23 of 45

Product Overview

Vehicle Location Tracking

Incursion by ground vehicles into safety critical areas is a significant contributor to the number of reported incidents and is a continued risk to aviation safety, especially in low visibility conditions. Era’s squitter beacon (Squid®) helps airports address this issue by providing an easily installed and standards compliant vehicle-mounted ADS-B transponder. Squid by Era broadcasts the position of each vehicle using exactly the same technology used by aircraft. Squid by Era can be permanently or magnetically mounted to tugs, fire appliances, de-icing equipment and all airside vehicles. This ensures that the complete picture is available to the control tower, with each vehicle clearly and uniquely identified, providing an essential addition to any advanced surface movement guidance and control system (A-SMGCS).

Squid by Era is based on 1090 MHz Mode S spontaneous squitter with a unique Mode S transmission. The Mode S address has a default value, which either the user or Era can adjust. Each unit consists of an electronics unit, an antenna assembly and a cover made out of a composite material. The cable that feeds the unit and ensures data transmission is designed with a water-resistant connector, operating reliably in all weather conditions. Rigorous standards adherence means that Squid by Era devices will work seamlessly with existing ADS-B and multilateration surveillance solutions from other vendors.

To support various ATC surveillance tasks, Squid by Era can be installed on:

• Airportvehicles• Temporarysurfaceobstacles• Generalaviationaircraft• Remotesitesasacoveragetesterandcalibrationtool

Product Overview

Benefits

• FullA-SMGCSexploitation

• Safetyenhancements underallweatherconditions

• Improvedsituationalawareness

• Reducedincursionrisk

Features

• Cost-effectivecomplement to existing multilaterationandADS-Bsystems

• ModeSaddress

adjustmentaccordingtolocalconditions

• Lowelectromagnetic emissions

• Smalldimensionsandweight

• Lowpowerconsumption

• StatusLEDandGPSdataoutput

• Fullyautomatedunattendedoperation

Benefits

• FullA-SMGCSexploitation

• Safetyenhancements underallweatherconditions

• Improvedsituationalawareness

• Reducedincursionrisk

Features

• Cost-effectivecomplement to existing multilaterationandADS-Bsystems

• ModeSaddress

adjustmentaccordingtolocalconditions

• Lowelectromagnetic emissions

• Smalldimensionsandweight

• Lowpowerconsumption

• StatusLEDandGPSdataoutput

• Fullyautomatedunattendedoperation

Shuttle12GND1

Truck47GND04

Trolley06GND0

Tug03GND0

Sky-Tel 24 of 45

www.sra.com/era

UnitedStates1881 Campus Commons Dr. Suite 101Reston, VA 20191

Tel +1 703 637 7283Fax +1 703 637 7245

CzechRepublic Prumyslova 387530 03 PardubiceCzech Republic Tel +420 467 004 253Fax +420 466 670 461

CzechRepublic Prumyslova 387530 03 PardubiceCzech Republic Tel +420 467 004 253Fax +420 466 670 461

UnitedStates1881 Campus Commons Dr. Suite 101Reston, VA 20191

Tel +1 703 637 7283Fax +1 703 637 7245

Era Systems Corporation, an SRA International subsidiary, is the pioneer and world leader in next-generation surveillance and flight tracking solutions with proven multilateration and automatic dependent surveillance — broadcast (ADS-B) technologies. Era systems are providing high-performance and high-reliability surveillance with hundreds of operational sensors to more than 100 commercial, air traffic management and military customers in over 40 countries throughout the U.S., Canada, Europe, the Middle East, Africa, South America and Asia. Era is based in the U.S. with leading product research and development centers of excellence throughout the country and Czech Republic. SRA has a strong history of government contracting success and possesses the strength and resources to be the trusted partner of the world’s leading air navigation service providers (ANSPs) today and in the future.

For more information: www.sra.com/era

[email protected]/era

AreasofApplication

• Surfacesurveillance

• A-SMGCS

• Vehicletracking

• ADS-B

Design

Squid by Era is small, lightweight and easy to install on any vehicle. The standard package includes:*

• BeaconcasecomprisingofSquidbyEra electronics and both antennas (transmitting and GPS) • Magneticorfixedholder• Cable• SWmanagementtoolpackage• UserGuide

* Final delivery specifications and mechanical design of Squid by Era can be modified according to the customer requirements.

AppliedStandards

• ICAOANNEX10VolumeIV

PerformanceParameters

Carrier frequency 1090 MHz

Outputpower 18W(pulse)

Outputmessageformat Mode S reply DF 18 (ES/NT) according to Annex 10, Vol.4

Interface Resistant connector on the body of device (one connector both for the power line and bi-directional RS232 link)

GPS data Available separately on the SQUID output, provided GPS data are available from satellites. ProtocolNMEA0183v2.3;WAAS,EGNOSsupported.

DC voltage +9 V to +32 V

Power consumption ~3W

Operatingtemperature -40°C to +70°C

Dimensions diameter 198 mm (7.8 in), height 157 mm (6.2 in)

Serviceability Possibility to connect any computer (via standard interface) with software allowing to change the mode S DF 18 contents or to upgrade the SQUID firmware.

AreasofApplication

• Surfacesurveillance

• A-SMGCS

• Vehicletracking

• ADS-B

Sky-Tel 25 of 45

Wide Area Multilateration

MLAT12 201209Z1842

W130.199, N77.4

Vigilance provides a scalable and flexible solution for wide

area multilateration, height monitoring, airport operations

monitoring and other similar roles.

Vigilance - Multilateration System | Wide Area and Airport Monitoring http://www.multilateration.eu/?utm_source=www-roke-co-uk&utm_med...

1 of 1 12/20/2009 10:47 AMSky-Tel 26 of 45

GROUP AEROSPACE SPACE DEFENCE SECURITY PORTFOLIO

THALES TO DELIVER WIDE AREA MULTILATERATION SYSTEM FORFRANKFURT AIRSPACE TO DFS30 April 2009

Deutsche Flugsicherung GmbH (DFS), the German Air Navigation Service Provider, has awarded Thales a contract for the

delivery, installation, training and commissioning of the PAM-FRA *1 system, the first operational wide area multilateration

(WAM) system in Germany.

Thales will provide a surveillance system that is fully compliant to DFS requirements and international safety standards. It will control

one of the most sophisticated and busiest airspaces in Europe and the world, an area covering 125 by 80 nautical miles. Around the

Frankfurt airport, it will be possible to fix on a target as low as 500 feet above the ground. Over a wider area, which also includes the

Hahn airport, Thales guarantees target acquisition starting at 1,000 feet above the ground. For the remainder of the coverage zone,

detection will commence at 3,000 feet above the ground. By choosing Thales's operational and innovative multilateration technology,

DFS may also benefit from the possibility to receive and process ADS-B messages from the same ground stations.

Paul Kahn, Managing Director of Thales's Navigation & Airport Solutions business, stated: "We are delighted to be working with DFS to

develop and deliver the latest air traffic surveillance technology for improving airspace safety and efficiency."

Dr. Markus Hellenthal, CEO of Thales Deutschland, commented on the contract award as follows: "We are particularly proud of this

success. It will strengthen the very good relationship between DFS and its long-term partner Thales. The implementation and leverage

of this world class ATM solution will significantly support the future wide spread use of this leading German multilateration technology

with other Air Navigation Service Provider within and outside of Europe."

The Thales multilateration system is part of a surveillance product family, to which ADS-B *2, TIS-B *3, FIS-B *4, ADS-R *5 also belong.

This modular product family can be configured for redundancies, multiple data links, multiple output power ratings for transmission, as

well as omnidirectional or sectored antennas, enabling it to be customized and cost optimized for almost all surveillance systems.

Thales is a world leader in multilateration technology and systems and has installations in Australia (coverage of the country's entire

airspace), the United States (in alliance with ITT for the American aviation authority FAA), Cyprus, France, Germany, Greece, Iceland,

Italy, Kazakhstan, the Netherlands, Portugal, South Korea, Spain and Indonesia.

Notes to editors

*1 PAM-FRA is the DFS' project name for Precision Approach Monitoring Frankfurt air space

*2 ADS-B is an emerging technology that allows aircraft to periodically broadcast GPS position, altitude, speed and identity information.

The broadcast information may be received and processed by other aircraft or ground stations for use in improved situational

awareness, conflict avoidance and airspace management.

*3 TIS-B is an augmentation to ADS-B that facilitates transition from traditional radar surveillance to ADS-B by broadcasting traffic

information for non-ADS-B aircraft to ADS-B aircraft enabling on-board safety and efficiency applications.

*4 FIS-B is an augmentation to ADS-B which transmits graphical weather products, temporary flight restrictions (TFRs), and information

regarding special use airspace to assist the pilot in safe aircraft operations.

*5 ADS-R is an augmentation to ADS-B that facilitates the utilization of multiple ADS-B data links by translating the data received at a

ground station from one data link and re-broadcasting on another data link thus enabling aircraft equipped with different ADS-B data

links to monitor each other.

About Thales

Thales is a leading international electronics and systems group, addressing defence, aerospace and security markets worldwide.

Thales's leading-edge technology is supported by 22,000 R&D engineers who offer a capability unmatched in Europe to develop and

dêploy field-proven mission-critical information systems. To this end, the group's civil and military businesses develop in parallel and

share common base of technologies to serve a single objective: the security of people, property and nations. The group builds its

growth on its unique multi-domestic strategy based on trusted partnerships with national customers and market players, while leveraging

its global expertise to support local technology and industrial development. Thales employs 68,000 people in 50 countries with 2008

revenues of €12.7 million.

Thales to deliver wide area multilateration System for Frankfurt airspace ... http://www.thalesgroup.com/Pages/PressRelease.aspx?id=7117

1 of 2 12/20/2009 10:55 AMSky-Tel 27 of 45

Information about Thales's air systems capabilities can be found at http://wwww.thalesgroup.com/airsystems

Press contacts:

Thales, Air Systems

Laurence Luyckx

Tel. + 33 1 79 61 56 46

[email protected]

Thales, Corporate Communications

Caroline Philips

Tel. + 33 1 57 77 87 26

[email protected]

Thales to deliver wide area multilateration System for Frankfurt airspace ... http://www.thalesgroup.com/Pages/PressRelease.aspx?id=7117

2 of 2 12/20/2009 10:55 AMSky-Tel 28 of 45

Air Systems Division

Patrick Lefevre

Rio de Janeiro, 27th August 2008

ADS-B/MLAT/WAM

Sky-Tel 29 of 45

Air Systems Division15

Thales MSTS proposed for US ADS-B Program

Multi Sensor Tracking System

� Integrated into ITT central processing

� Data fusion (radar, ADS-B, WAM) for data validation and

TIS-B service

� One MSTS per Domain Of Interest (~20 DOI over CONUS)

� Interoperability module to ensure track consistency across adjacent Domains Of Interest

Airport 2

DOI B

Airport 1

DOI A

Sky-Tel 30 of 45


Thales other ADS-B main products

XS-950 - Mode S T/R incl. Extended Squitter

� For Heavy carriers (Airbus, Boeing)

� ACSS (THALES/L3-Com joint venture)

EUROCAT ATM automation system, STREAMS airport system

� Process and display ADS-B tracks

� Multi-Sensor Tracking System (Radar, ADS-B, WAM)

MOSQUITO vehicle locator

� 1090 MHz extended squitter

Sky-Tel 31 of 45


Thales 1090 ES References

• 700+ AS690 FAA (1st phase)

• 98 AS680 Airservices Australia

• 10 AS685 Eurocontrol, Bretigny, France for CASCADE

• 4 AS682 La Reunion and Corsica, DSNA, France

• 8 AS680 ENAV, Italy (Linate MAGS MLAT + ADS-B)

• 6 AS680 Astana and Almaty Airports, Kazakhstan (+ 80 Mosquitos)

• 5 AS680 EMMA I, Toulouse, France (MAGS MLAT + ADS-B)

• 4 AS680 Incheon Airport, IIAC, South Korea (+ 40 Mosquitos)

• 3 AS680 SITA, Indonesia

• 2 AS680 DFS, Langen, Germany

• 2 AS680 Lyon Airport, France (+ 30 Mosquitos)

• 2 AS680 Athens Airport, HCAA, Greece

• 2 AS680 TU Braunschweig, Germany

• 1 AS680 AENA,Madrid, Spain

• 1 AS680 Gannet, Reykjavik, Iceland

• 2 AS688 + 1 AS687 EMMA II, Toulouse, France

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ADS-B Implementation

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United States of America

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Background : FAA Program Objective

� Nationwide coverage of US airspace by ADS-B ground stations (radios) replacing a layer of secondary surveillance radars

� Complete airspace including airports and TMAs

� All Ground Stations are Dual Link Radios:

� 1090 ES (Mode S, 1090 MHz) – targeted at Commercial Aviation

� Universal Access Transceiver (UAT, 978 MHz) – for General Aviation

� Critical und Essential Services are

� Critical: Automatic Dependent Surveillance Broadcast (ADS-B)

� Critical: ADS-B Rebroadcast (ADS-R)

� TX of UAT ADS-B via 1090 ES and vice versa

� Essential: Traffic Information Service Broadcast (TIS-B)

� Uplink of other, validated surveillance data (Radar) as ADS-B lookalike

� Essential Flight Information Broadcast (FIS-B) (nur UAT)

� Uplink of weather, approach, active Runway, etc.

� Surveillance and Broadcast Services (SBS) is part of the US NextGeneration Air Traffic Control System (NGATS)

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FAA SBS Services

1090ES ADS-B Out

1090ES ADS-B Out

Transmission of GNSS-Derived Position & Identity

Via Specialized Aviation Data Links1090ES ADS-B In

UAT ADS-B Out

UAT & 1090 ADS-R

“Cross-Link” Rebroadcast

Traditional

Radar

UAT ADS-R

1090ES ADS-R1090ES TIS-B

UAT TIS-B

Processing to Integrate

Radar Data and Enable Cross-Link Compatibility

UAT & 1090 TIS-B

Uplink of Radar for Non-ADS-B Targets

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New Requirements – New Equipment Design

Multiple Links (1090, 1030, UAT) required

Very High Fruit Environment specified

Multi-Sector Ground Stations

ADS-B Backup and Validation by Multilateration

Minimise number of ground stations – long range

Long Range also in Oceanic Airspace

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New Generation Single Channel Receiver Ground Station

Single or dual

Power Supply

PTM

SPB UAT

SPB 1090

Fan Module

2 U, 19” case

Used as Ground Station for ADS-B and MLAT/WAM

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New Generation Multichannel Receiver Ground Station

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MLAT/WAM

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Applications of Multilateration

Airports : surveillance on the airport surfacesurveillance on the airport surface

� Both aircraft and ground vehicles (fit with dedicated beacons)

� Provide surveillance and identification data to the airport Surface

Movement Guidance and Control System

TMA and EnTMA and En--routeroute : Wide Area Multilateration (WAM)Wide Area Multilateration (WAM)

� Provide ATC Coverage (pseudo SSR) in non-radar areas where SSR

cannot be installed (remote/desert areas/cost)

� Enhance existing SSR coverage (to improve or provide redundancy of

existing single radar coverage),

� Medium cost surveillance solution

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THALES ADS-B/MLAT/WAM Ground Station

As ADS-B ground station

� 1090 MHz Extended Squitter

� Full processing of ADS-B dataand target management

� Output Asterix category 021

� Covers up to 250 NM

As MAGS ground station

� Reception and bit-decoding of all Mode A/C/Mode S downlink formats

� Accurate time stamp of received signals (resolution of 7 nanoseconds)

� Output of raw data towards the central processing station

� Video signal generation of 1090/1030 tx signals

� Mode A/C transponder replies processing

� Mode S elementary surveillance, ready for Enhanced Surveillance

UPS

RX Filter box

xDSL Modem

Power Supply

Ethernet Hub

Indoor Cabinet

Receiver Board

UPS

RX Filter box

xDSL Modem

Power Supply

Ethernet Hub

Indoor Cabinet

Receiver Board

MLAT Central Processing Rack

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MLAT/WAM sensors from Thales

� Thales has currently an industrialised product as:

� AS-680 ground station for ADS-B En-route/ TMA/surface surveillance

� ADS-B vehicle tracking system: based on AS-680 and Mosquito

� MAGS: Multilateration Air Ground Surveillance based on AS-680

� Main contract references:

� Helsinki Vantaa International airport : MAGS 15 GS (Mode A/C/S)

� Linate Airport: MAGS, Operational 01/2007

� Lyon, Toulouse, Bordeaux, MAGS programme 2008

� Toulouse EMMA-1 project: trial system for ADS-B surface surveillance including vehicles and MAGS

� LUFO programme: MAGS system for TCAS monitoring

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Wide Area Multilateration

Thales believes that Wide Area Multilateration can be considered to address specific operational needs for which radar is not an appropriate solution:

� Surveillance for approach in valleys or mountainous areas (when ADS-B equipage will come too slowly)

� Parallel Runway Monitor

However, doubtful that WAM is a solution to cover En-Route surveillance

� Many sites to consider

� Communication means between sites and central stations

� Still requires interrogator for Mode A/C aircraft if no radar in vicinity

� Assessment of degraded modes to be done (failure of receivers)

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(sky-tel) multilateration- aircraft & ground vehicles, compilation, for c-halo

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