Buletinul AGIR nr. 1/2017 ● ianuarie-martie 51 TRANSPONDERS FOR A SMART CITY Use aspects of aircraft equipped with modern navigation system in the development of smart cities Ph.D. Eng. EurIng Dragoş POPA 1 , Eng. Traian TOMESCU 2 , Eng. Ion LAURENŢIU 3 , Pilot Miron RANDETEAN 4 1 SETEC-AGIR, Bucharest, Romania, 2 AGIR - Braşov, Romania, 3 IAR SA, Braşov, România, 4 IAR SA, Braşov, România. REZUMAT. Lucrarea de faţă pentru unele informaţii generale despre transpondere, despre sistemul de întreţinere și utilizarea acestora în domeniul aeronautic civil și militar. Toate aeronavele și navele unei organizaţii civile sa umilitare trebuie să se conformeze in activităţile operaţionale și de mentenanţă cu reglementările autorităţilor în domeniu, pentru ca în conformitate cu sistemul de management integrat să poată fi utilizate în cadrul unei retele specifice de tip IoT sau IoE, pentru un oras intelligent. Cuvinte cheie: transponder, utilizare, mentenanţă, naval, aviaţie, elicoptere. ABSTRACT. This paper present some general information about transponders, about system maintenance elements and their use in civilian and military aeronautics. All aircraft and ships from a civilian or military organization, must comply in operational activities and maintenance with regulations from relevant authorities, that in accordance with theirintegrated management system, to be used in IoT or IoE networks, for a smart city. Keywords: transponder, use, maintenance, vessels, aviation, helicopters. 1. INTRODUCTION Transponders use is naval, aviation. 1.1. Navy uses Automatic Identification Systema is a broadcast transponder system, operating in the VHF maritime mobile band. It is capable of sending ship infor- mation such as identification, position course, speed and more, to other ships and to shore. AIS Broadcast Information: – static data: MMSI – Maritime Mobile Service Identity, IMO number (where available), call sign & name, length and beam, vessel type, location of the ship, at an update rate of 6 min; – dynamic data: ship’s position with accuracy indication and integrity status, UTC, course over ground (COG), speed over ground (SOG), heading, navigation status (manual inputs), rate of turn – ROT, updates rate – dependent on speed and course alternation (2 sec – 3 min) Fig. 1. Diagram of Automatic identification System. Voyage related data – if available: draft, hazardous cargo, destination and ETA, route plan. Two classes of transponders: ▪ Class A AIS transponders, required on: – vessels on international voyages / SOLAS (tankers, passenger vessels that are over 150 gross tons, commercial vessels of 65 feet or more in length, other vessels over 300 gross tons); – vessels operating within U.S. Vessel Traffic Service (towing vessels of 26 feet or more in
Transcript
TRANSPONDERS FOR A SMART CITY
Buletinul AGIR nr. 1/2017 ● ianuarie-martie 51
TRANSPONDERS FOR A SMART CITY
Use aspects of aircraft equipped with modern navigation system
in the development of smart cities
Ph.D. Eng. EurIng Dragoş POPA1, Eng. Traian TOMESCU2, Eng. Ion LAURENŢIU3, Pilot Miron RANDETEAN4
1 SETEC-AGIR, Bucharest, Romania,2AGIR - Braşov, Romania,3IAR SA, Braşov, România, 4IAR SA, Braşov, România.
REZUMAT. Lucrarea de faţă pentru unele informaţii generale despre transpondere, despre sistemul de întreţinere și utilizarea acestora în domeniul aeronautic civil și militar. Toate aeronavele și navele unei organizaţii civile sa umilitare trebuie să se conformeze in activităţile operaţionale și de mentenanţă cu reglementările autorităţilor în domeniu, pentru ca în conformitate cu sistemul de management integrat să poată fi utilizate în cadrul unei retele specifice de tip IoT sau IoE, pentru un oras intelligent.
ABSTRACT. This paper present some general information about transponders, about system maintenance elements and their use in civilian and military aeronautics. All aircraft and ships from a civilian or military organization, must comply in operational activities and maintenance with regulations from relevant authorities, that in accordance with theirintegrated management system, to be used in IoT or IoE networks, for a smart city.
Automatic Identification Systema is a broadcast transponder system, operating in the VHF maritime mobile band. It is capable of sending ship infor-mation such as identification, position course, speed and more, to other ships and to shore.
AIS Broadcast Information: – static data: MMSI – Maritime Mobile
Service Identity, IMO number (where available), call sign & name, length and beam, vessel type, location of the ship, at an update rate of 6 min;
– dynamic data: ship’s position with accuracy indication and integrity status, UTC, course over ground (COG), speed over ground (SOG), heading, navigation status (manual inputs), rate of turn –ROT, updates rate – dependent on speed and course alternation (2 sec – 3 min)
Fig. 1. Diagram of Automatic identification System.
Voyage related data – if available: draft, hazardous cargo, destination and ETA, route plan.
Two classes of transponders: ▪ Class A AIS transponders, required on: – vessels on international voyages / SOLAS
(tankers, passenger vessels that are over 150 gross tons, commercial vessels of 65 feet or more in length, other vessels over 300 gross tons);
– vessels operating within U.S. Vessel Traffic Service (towing vessels of 26 feet or more in
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length and more than 600 horsepower, passenger vessels, regardless of size, certificated to carry more than 150 passengers for hire, self-propelled commercial vessels of 65 feet or more in length, other than fishing vessels and small passenger vessels certificated to carry 150 or fewer passengers)
– typically used by commercial fishing vessels, tugs, some barges, super yachts;
– rarely used by military or Coast Guard vessels, Small recreational or fishing vessels.
▪ Class B AISTransponders. Class B is similar to the Class A, except that Class B: has a slower reporting rate than a Class A (e.g. every 30 sec. when under 14 knots, vs. 10 sec. for Class A); does not transmit the vessel’s IMO number or call sign; does not transmit ETA or destination, navi-gational status; does not transmit ROT information, maximum present static draught; Is only required to receive, not to transmit, text safety or binary messages; lower power transmitter 2 watt vs. 12.5 watt on Class A.
Class A and B AIS transponders have computer compatible interface and chart plotters via NMEA and RS232 / USB, 12-24v DC Power Required, switch options for “silent mode” and SRM.
Fig. 2. Vessel Detection System – VDS.
1.1.2. Aviation use on ground traffic control– GTC, air traffic control – ATC and maintenance
The ATC is using two types of radars for tracking aircraft route:
– the first type of radar determines the position of the electromagnetic waves reflected back by the plane and sent to it;
– the second type of radar requests information from each plane from an onboard transponder.
Commercial and military airplanes may soon disappear from the radar and if flying at low altitudes, electromagnetic signal is obstructed by mountainous terrain or the curvature of the Earth. For these reasons, the planes are difficult to track permanently by radar, especially if the trans-ponders are switched off intentionally.
Fig. 3. World sky with a flight identification.
For example, IFF – Identified Friend or Foe – BAE Systems transponder products arestandard for the US Navy and US Army. Transponders identify aircraft and ships as friendly forces by responding to interrogations from ground-based or airborne IFF systems. BAE systems transponder products, areincorporating all the advanced features from European Data Relay Systems. The identifi-cation security of both the interrogations and responses is ensured by cryptographic coding of the challenges and replies. The crypto module is loaded with an operational code key that is inserted each day. The module conforms to DoD AIMS 97-1000 and STANAG 4193 Part I standards.
Fig. 4. European Data Relay System's – EDRS type A and C.
For maintenance operations we can use the Aeroflex IFR 6000 to test all modes of trans-ponder operation including Modes: A, C, S, altitude
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reporting, ADS-B in/out, UAT and DME. Altitude data is supplied to the transponder from the altitude encoder or digitizer which then transmits that information to ATC, this altitude is displayed on the IFR 6000 during testing. The accuracy of the IFR 6000 enables us to easily meet or exceed all manufacturer specifications.
2. ROMANIAN HELICOPTER SYSTEM
25 helicopters have been upgraded under the program, being mounted SOCAT system (System Optoelectronic Research and Anti-tank). SOCAT system consists of a turret sensor mounted bot type EOP (IR camera, CCD camera, laser range-finder) and a cannon caliber 20 mm,Giat THL-20 unit fire 750 + 50 projectiles, cannon steerable mounted under bot and controlled by the pilot. Thanks to modernization package installed, IAR-330 is able to launch SOCAT missiles type tank guided Rafael Spike X-5 and X-8 Spike ER. In addition it was awarded a special interest issue in survival tactical field. Helicopter is equipped with devices launching thermal traps designed to protect the device from attacks with the use of surface to air missiles with infrared guidance.
Fig. 5. IAR-330 PUMA SOCAT.
Fig. 6. Avionic systems for IAR-330 PUMA SOCAT.
On IAR-330L Puma SOCAT was integrated headset type MIDASH (Modular Integrated Display And Sight Helmet), enabling the pilot use in battle
cannon board Giat THL-20 after the “look-and-shoot“ gun being oriented in the direction of the pilot's head movements, with 220 degrees of freedom in azimuth and +21 to –50 degrees in the elevation direction being performed at a speed of 90 degrees per second.
Fig. 7. EOP system – observation system day type CCD, night type FLIR, Laser Range Finder.
Fig. 8. Glass cockpit with VCR system and real time transmission to/from ground.
Fig. 9. Integrated GPS/INS – EGI (Laser Ring Gyro).
Accurate navigation with integrated GPS/INS – EGI , Digital Colour Moving Map and Data Transfer System. This military helicopter has a secured communication with military or civil ATC – dual VHF/UHF frequency.
The main component of SOCAT navigation systems are presented in down figure, for pilot and copilot.
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Fig. 10. Pilot and copilot systems.
After completing the program SOCAT and entry
helicopters in service in 2005 it started another modernization program, under which 16 helicopters Puma L were taken to standard M standard which required the installation of avionics and existing systems on helicopters SOCAT, but without artillery weapons, observation system and the system EOP HADS (Helicopter Air Data system). Instead sensor turret, Puma M has installed an antenna radome which houses a weather radar.
Fig. 11. Board system for IAR 330L NATO and antenna system with display for meteo radar.
For a NATO IAR 330 helicopter we are in the next configuration:
Fig. 12. IAR 330 NATO.
The SOCAT version comparable with Puma NAVAL version, has a series of specific facilities, necessary to execute air missions in the maritime environment, such as floats inflatable mounted side of the fuselage above and fairings main landing gear, floats, operated from cabin, system folding blade main rotor for introducing helicopter in hangar ships, perform operations in the maritime radar modern search maritime telephonics RDR-1500B placed in a fairing positioned under the jaws, radar working in X band and “sees“ to about 300 kilometers, harpoon deck-arrestors necessary to stabilize the helicopter after landing on the deck, very useful especially if weather conditions with heavy seas, winch with electric drive, beacon search, tactical torpedoes, tanks fuel range, fast roping , etc.
Fig.13. Puma Naval in fly configuration
Few operationals request for PUMA NAVAL: − search, rescue , recovery (SAR ) personnel in
distress at sea; − personal transportation and supply logistic
support vessels materials; − maritime surveillance, detection of surface vessels; − coordination and exchange of information on the
tactical situation by using encrypted data link, a network type Link -11;
− coordinate attacks on targets based ship beyond the horizon;
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− establish capabilities for conducting anti-piracy missions;
− enemy submarine detection ASW. − naval surface combat (ASuW). Technical progress in the last 20 years in the
aviation field can be illustrated by developing programs to achieve unmanned aircraft on board which have called Unmanned Aerial Vehicle or abbreviated U.A.V. Of aircraft U.A.V. developed currently, taking off and landing vertically, we mention: Scjiebel S-100 Camcopter, Skeldar, Coax cable, NEO, Black Eagle, MULE, Picador, MQ-8 Fire Scout MQ-18 Hummingbird A-160 Unmanned Little Bird (ULB ), Fantail, developed by Schiebel of Austria companies, Saab in Sweden, Switzerland Swiss UAV, Steadicopter, Urban Aeronautics, Aeronautics Defense Systems of Israel or Northrop Grumman, Boeing and the US Sykorski After these brief presentations, we can say that regardless of their use aircraft must be equipped with IFF or transponder if you are military or civilian. In this regard it must be respected com-mon law of civil and military authorities imposed by European norms.
3. AVIATION NORMS
For the past two years EUROCONTROL’s Safety Improvement Sub-Group (SISG) has been working on its Top 5 ATM Operational Safety Priorities. One of these is the risk of operations without a transponder or with a dysfunctional one. A transponder for aviation is an avionic system located on board of the aircraft that provides information about the aircraft identification and barometric altitude to the ATC system on the ground and to
TCAS on other aircraft. The reply from the trans-ponder is also used by radar on the ground to determine the position of the aircraft. The infor-mation to the ground is provided in response to an interrogation by systems such as secondary sur-veillance radar (SSR) or multiple systems. ADS-B (Automatic Dependent Surveillance – Broadcast) capable transponders also allow the aircraft to ‘broadcast’ information to ground stations and other aircraft without interrogation. Transponders are not just carried by commercial aircraft they are also used by helicopters, military aircraft, General Aviation, gliders and UAS. Some airside ground vehicles are also equipped with transponders.
In 20.10.2014 was translated in Romanian and approved by the civilian and military authorities for the Commission Implementing Regulation (EU) No 1207/2011 of 22 November 2011, laying down requirements for the performance and the inter-operability of surveillance for the single european sky.
4. CONCLUSIONS
1) The smart grids of aircraft / ships com-municate with each other, communicate with air / naval traffic control bodies, communicate with the manufacturer or operator of those, can lead to:
– improve air/naval traffic for passenger, goods, etc.;
– improve Energy efficiency through power management system adapted to immediate goals;
– real-time data transmission on board , placing them in computerized maintenance management system and taking corrective measures;
Fig. 14. Smart grid for IoE in a Smart City.
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– knowledge of the workings of aircraft / vessels inreal-time, permanent position and iden-tification are essential data, compatible with Cockpit Voice and Fly Data Recorder – CVFDR;
– securing data communications is vital for maintaining proper functionality.
2) Technical Provisions for Mode S Level 2 Services and Extended Squitter, International Civil Aviation Organization, Second Edition- 2012 who are the purpose to specify technical provisions for the formats and associated protocols used in Mode S services and extended squitter. These detailed technical provisions supplement requirements contained in Annex 10 - Aeronautical Telecom-munications, Volume III (Part I - Digital Data Communication Systems), and Volume IV - Sur-veillance Radar and Collision Avoidance Systems, and are necessary to ensure global interoperability.
The provision of Mode S services, specified in this document, include the following:
a) data formats for transponder registers; b) formats for Mode S specific protocols:
traffic information broadcast and dataflash; c) Mode S broadcast protocols, including:
uplink broadcast and downlink broadcast. 3) The owner and the Part 145 Organization or
EMAR 145 Organization, must to decide for a civil or military aircraft, the right configuration of IFF/ Transponder in accord with last regulation on this field.
4) design a system integrated in IFF/Trans-ponder, who respond automatically at ground request for information or design a switch for manual selection for the pilot in command.
5) The national acquisition regulation, the IFF complexity, the number of aircraft ho need system modification, is the determinant factor for costs and deadline terms to implement.
6. Study of ADS-B in/out for implementation in aero/naval field in a smart city configuration.
[5] Doc 9871, Technical Provisions for Mode S Services and Extended Squitter, Order Number: 9871, ISBN 978-92-9249-042-3
[6] Regulamentul de punere în aplicare (Ue) Nr. 1207/2011 al Comisiei din 22 noiembrie 2011 de stabilire a cerințelor pentru performanța și interoperabilitatea funcției de supraveghere în cadrul Cerului unic European
[7] Documentația pentru elicopterul IAR 330 de la IAR Brașov.
Ph.D. Eng. EurIng Dragoş POPA SETEC – AGIR, Bucharest, Romania
Electrical and board systems engineer, independent technical expert, member of AGIR. E-mail: [email protected] Eng. Traian TOMESCU AGIR - Braşov, Romania
Aircraft and board systems engineer, independent technical expert, member of AGIR Board and President of AGIR – Braşov, Romania. E-mail: [email protected]
Eng. Ion LAURENTIU AGIR - Braşov, Romania
Aircraft engineer, member of AGIR- Braşov, IAR SA Romania
Helicopters pilot Miron RANDETEAN, ASA Braşov, Romania
