ATC Unit 3

Unit-3
RADAR SERVICES AND FIS
DINESHBABU V/AP/NIET
Primary Surveillance Radar (PSR)
Secondary Surveillance Radar (SSR)
Objectives of Radar Service
For Improving airspace utilization
For Reduceing flight delays;
For Facilitating direct routings and more optimum
flight profiles
For Enhancing safety
TYPES OF RADAR
1. PRIMARY SURVEILLANCE RADAR-PSR
2. SECONDARY SURVEILLANCE RADAR-SSR
PSR Radar
Heathrow Airport
ATC RADAR
ATC RADAR = PSR + SSR
Airport Surveillance radar
Air Route Surveillance Radar
7
Principle, Advantages and Disadvantages
Primary Surveillance Radar
PSR
In PSR ,the radio transmitter
sends out a pulse of radio
energy to the target ,of which
a very small proportion is
reflected from the surface or
structure of target aircraft
back to the radar receiver
PSR
1. Transmits radar energy detected by the aircraft by
reflected radar energy
2. Aircraft return is displayed on the ATC console at a
range and bearing with aircraft position
3. Coverage limited between 80NM to 200NM for en-
route control purpose
4. Used as a Backup to SSR
5. Target elevation is not measured by PSR.
Features of PSR
Monitor all the aircraft in the airspace-upto a distance of
65 NM at S band (2.7 to 2.9 GHz) @ 25 KW peak -Av 2 KW
@ 15 rpm.
Operating totally independently of the aircraft target.
Weather conditions detected in six levels of rain intensity
Provide range & direction information from the reflected
signal from the aircraft.
Passive Radar-no action from the aircraft required to
provide to ATC
Advantages of PSR
Operates independently irrespective of target
No Action Required from the Aircraft
Radar Vectoring-for guidance
A heading issued to the Aircraft for navigational
guidance by a Radar is called Vectoring in Radar
If the aircraft to fly straight on the screen, Radar
Vectoring is = fly heading 360.
If the aircraft to fly east, or to RHS, Radar
Vectoring= heading 090
Disadvantages
TX signal limited by line of sight interrupted by
buildings, hills & mountains.
More power be radiated for getting returns from the
target & little power is received.
Hence displayed target will be fading (not clear).
Principle, Advantages and Disadvantages
Secondary Surveillance Radar
SSR-Secondary Surveillance Radar
Provide
1. Range,
2. Bearing,
3. Altitude and
4. Identity (call sign) of an aircraft.
SSR-Beacon
Characteristics of Secondary Surveillance
Radar (SSR)
An Active Surveillance Radar for accurate information working
at 1030 MHz with Mode S interrogation
Size Smaller than PSR, be mounted either single or Combined
with PSR (ARS11)
Aircraft detected through 'transponder fitted at the aircraft.
Transponder - radio TX & RX receiving on one frequency
(1030 MHz) and transmitting on another (1090 MHz).
SSR detects 1. identification of the aircraft, 2. the height of
aircraft, 3. speed and 4.direction of flight.
Radar Beacon At Schipol Airport
Schematic of SSR & PSR
Functioning of SSR
1. A ground-based transmitter, the interrogator, very
specific types of signals (1030 and 1090 MHz)
broadcasts a radio signal to the aircraft
2. A transponder on the aircraft receive and reply to this
signal
3. Transponder replies with a different series of pulses that
gives aircraft identifier and altitude
4. If a plane did not respond correctly, then the target is
an enemy aircraft
PSR and SSR are synchronized, both returns will be
displayed on the ATC console
Transponder
Must be inspected every 24 calendar months (controlled
airspace)
Transponder to Interrogator
A radar which the object to be detected fitted
transponder
Radar pulses transmitted from interrogator received in
Transponder
Transponder send a distinctive transmission to the
Interrogator.
Reply transmission received back at the
transmitter/receiver site for processing and displayed
at ATC facility
SSR Identification Procedure
1. SSR transponder selected on Mode 3/A (4096 codes)
and Mode C simultaneously
2. Pilots will maintain the same setting in the
Transponder
3. ATC instruct the departure Flight to operate the
transponder
4. Eg : 7600-a/c cannot receive radar signal
7500 a/c suffering from unlawful interference
(hijack)
Transponder codes A,C & S
Mode A -basic SSR Mode aircraft's transponder for
Aircraft Identification using a 4 Digit Octal Code( two
pair of signal with interval of 8ms-while receiving
20.6ms)
Mode C-for altitude Pressure with 4 digit Octal Code
identification
Mode S- for Multipurpose identification using 2 S pulse
from a Single reply with multiple formats from the
Aircraft called Mono pulse-widely used
SSR Radar Screen-3D Vector Scan
Advantages of Secondary Surveillance Radar
SSR
Higher Range
Low power required to radiate the signals, thus
reduce the cost.
Providing more information: aircrafts identity,
altitude & speed.
Giving a clearer display
Easier to identify aircraft on SSR (interrogation)
PSR vs. SSR
1 Give Direction, height Give additional info of
and distance (DME) signal identification and
altitude
2 Works on Passive Echo Works on Active Echo
(Thru Transponder)
3 No reflected signal Reflected signal
processing processing
4 No interrogation Interrogation
5 Back up to SSR By itself
ATC RADAR
By reflection of an Echo Thru a Transponder

Pulse from a Site on a Monitor At the Aircraft
For Airport En-route Surveillance
PSR SSR
A Passive Radar An Active Radar
Types and Purpose
Radar Service Areas
1. AERODROME CONTROL SERVICE AREA-for
apron management at the aerodrome
2. AREA CONTROL SERVICE AREA- for enroute air
traffic
3. APPROACH CONTROL SERVICE AREA for
arriving and departing air traffic
34
Aerodrome Control Service
ADCS Service given to the aircraft from the control
tower (> TWR) with its extended field of vision, to
start engines for take off or to land
ADCS directs taxiing aircraft and manages airborne
traffic in the immediate vicinity of the airport.
Enroute Traffic Control Centre at
Atlanta-USA
Area Control Service
ACS for the safe flow of traffic along airways (> En-
route) and in certain portions of terminal control areas
(> APP).
ACS cover for various altitudes and geographic sectors
Minimum Safe Altitude-MSA
An Altitude-Allowing adequate vertical clearance
from terrain and manmade obstacles, and allowing
proper navigational functions.
Depending on VFR & IFR
For VFR flights 1000 in non mountainous area and
2000 in mountanous area
Minimum Safe Altitude
Minimum Enroute Altitude-MEA
Lowest published altitude of an aircraft flying on IFR
legally on a given route
MEA listed as a Number-6500-the lowest minimum
altitude ensuring signal coverage from navigational
aids
Minimum Enroute Altitude-determined by the local
terrain and navigation equipment
At night aircraft not allowed to descend a min enroute
altitude
MEA-6500
FIS on Screen
Air space Traffic In Miami
ARTCC-Air Route Traffic Control
Centre-Enroute
Air Route Surveillance Centre=Air Route Traffic
Control Centre.
Objective: For providing air traffic control service
on IFR flight plan in controlled airspace & on
Enrouote
For assistance service to VFR Flight
44
Approach Control Service
Approach control service for flights arriving and
departing from an airport in a specific control zone (
> CTR) and in terminal control area (usually within a
50 km radius of the airport)
Definition, Techniques in each, Radar Separation
Control
Non Radar Control
1. A method of providing Air Traffic Control service
without the use of radar, used in Sparingly
populated Areas
2. Used in Low Traffic Airports
Radar Control Services
1. Services for D & E Airspace
2. Radar Advisory Service to F Airspace
3. Radar Flight Information Service to
G airspace
( Horizontal )Radar Separation
Minimum
5 NM horizontal radar separation up to 60 NM from
radar head except 6 NM horizontal radar separation to
aircraft in the approach and departure phases of flight
shall be applied
the LIGHT an aircraft operating directly behind the
HEAVY aircraft at the same altitude or less than 1000 ft
below
Techniques of Non Radar Control
1. By Horizontal separation between Aircrafts, based
upon time, or routes, or aircraft position based on
ground-based navigation aids
2. By Altitude grouping -the easiest and most common
method for cruising altitude as in trans-oceanic
sectors.
3. By route intersection points (fix posting area) easiest
Non Radar control
Types of Non Radar Separation
1. Vertical separation
2. Longitudinal separation
3. Lateral separation
4. Geographical separation
5. Omni Track Separation
6. Visual separation
When light aircraft operating directly behind a
Heavy aircraft
When light aircraft crossing behind a Heavy
Aircraft
Co-ordination between radar / non radar control
1. Adequate separation between aircraft maintained
between the radar-controlled and non radar control.
2. Radar separation based on the use of RPS shall be
applied
3. Under no circumstances the edges of the radar position
should touch or overlap
4. Radar separation be maintained between the radar-
controlled flights and any other observed radar position
Approach Radar Procedure
Sequence of arriving aircraft informed by the
approach radar controller to Aerodrome controller
pilot is advised the type of approach as well as the
runway to be used
Radar Separation minimum & coordination
Performance checks use of radar in area and approach control services
assurance control and co-ordination between radar / non radar
control emergencies
PERFORMANCE CHECKS
1. Adjusting the radar display
2. Carrying out checks on the accuracy of the display
as per ATC manual
3. Functional capabilities of the radar system is
satisfied by the controller
4. If there is any difficulty in the peformance, it is
reported
RADAR IDENTIFICATION
PSR Identification Procedures
SSR Identification Procedures
PSR Identification
I. By Departing Aircraft Method
II. By position report method-position
III. By Turn Method
PSR Identification
1. Departing Aircraft Method: By correlating an observed radar
position indication with an just departed aircraft (within 1 NM of
runway)
2. By position report method-position indication with an aircraft
reporting its position
3. By Turn Method: An aircraft identified by ascertaining the
aircraft heading
SSR Identification
1. Through a Call Sign or Code
2. By Direct recognition
3. By transferring Radar Identification to the pilot
4. By observation to a set of Codes
SSR Identification
1. Aircraft identification by a SSR Label thru a
code/call sign
2. By Direct recognition of the aircraft identification of
a Mode S-equipped aircraft in a radar label;
3. By transfer of radar identification
4. By observation of compliance with an instruction to
set a specific code;
Emergencies
In the event of an emergency, every assistance shall be
provided by the radar controller, and
The procedures as per the situation
Progress of an aircraft in emergency shall be
monitored and plotted on the radar display until the
aircraft passes out of radar coverage,
Co-ordination and emergency procedures
Services of the Air
1. Area Control Service-for Enroute
2. Approach Control Service-50Km radius
3. Aerodrome Control Service-thru the Control tower
for starting the engine, take off and landing
Stages in Co-ordination between ATC
Units
A. Announcing the flight and conditions for transfer of
control
B. Coordination of transfer and agreement on the
control conditions
C. Transferring of control to the accepting ATC unit or
control sector.
Important Coordination Zones
1. Between ATC Centres
2. Between Area Control Service and Approach
Control Service
3. Between Approach Control Service and Aerodrome
control Service
4. Between ATC and Military service
5. Between Met and ATC
Coordination between Area Control Service & approach control Service
A unit providing approach control service will issue
clearances to any aircraft released to it by an ACC
without reference to the ACC.
Take-off and Clearance ExpiryTimes coordinate the
departure with unit providing approach control
service;
provide en-route separation for departing aircraft
Rules of the Air
1. Protect person and property
2. Minimum Safe Altitude
3. Cruising Levels
4. Dropping or Spraying
5. No towing by another aircraft
6. No acrobatic flight
7. No flying in Restricted Areas
8. Right of way for heading and speed
Sigmet,FIS Scope,Air reporting on designated route,Air
data transmission, Alerting service
SIGMET-Significant Meteorological
Information
An advisory service providing meteorological
information for the safety of all aircrafts
two types of SIGMET-s, convective and non-convective
Non connective Sigmet for severe turbulence or icing
or sandstorm
Connective sigmet for thunderstorm
Vaisala (UK) Sigmet
Scope of Flight Information service
1. SIGMET
2. information regarding volcanic activity, volcanic eruptions and
volcanic ash clouds;
3. Info concerning the release into the atmosphere of radioactive
materials or toxic chemicals;
4. Information on changes in the serviceability of navigation aids
5. Information on changes in condition of aerodromes and
associated facilities,
6. including information on the state of the
Air Reports on Designated Air
Route
1. Moderate to severe Turbulence
2. Severe Icing
3. Hail
4. cumulonimbus Cloud (type of cloud tall, dense, and
involved in thunderstorms)
5. Any met condition in the opinion of the pilot to
affect aircraft operation
Cumulonimbus Cloud
Methods of Transmission of Air
Data
A. By method of directed transmission on the initiative
of the appropriate ATS unit to an aircraft
B. By an acknowledged transmission to all aircraft
concerned
C. By a Broadcast
D. By a data link
Air Traffic Advisory Service
objective of the air traffic advisory service is to make
information on collision hazards more effective than it
would be in the mere provision of FIS
It may be provided to aircraft in IFR flights in advisory
airspace or on advisory routes (Class F airspace)
An air traffic services unit providing
air traffic advisory service-Shall
Advise the aircraft to depart at the time specified and
to cruise at the levels indicated in the flight plan
Suggest a course of action to avoid any hazard
Passing the traffic information to the aircraft as given
by area control service
Alerting Service Phases
A. Uncertainty in phase-no communication from
aircraft in less than 30
B. Alerting phase no news of aircraft following A
C. Distressing Phase following A,B -with widespread
enquiries
Alerting Service
To provide service when no communication from the
aircraft in less than 30
Alert in phase when communication with the aircraft
fail
Provided to all aircraft as Traffic control service
Flight Information Service-Chennai
1. Lateral and Vertical Airspace
2. Unit providing Service-ACC Chennai
3. Call Sign-Chennai Radar- RSR
4. Frequency-118.9 MHz,125.7 MHz
5. Airspace under ATS=F
6. Airspace outside ATS=G

ATC Unit 3

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Unit-3

RADAR SERVICES AND FIS

5 Back up to SSR By itself

By reflection of an Echo Thru a Transponder

Provided to all aircraft as Traffic control service

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