Development of TIS-B system forsituation awareness enhancement
Takuya Otsuyama, Shigeru Ozeki, Makoto ShiojiENRIAbstract
Air traffic situational awareness is an essential factor for
flight safety and efficiency. Today, pilots have only twomethods for situational awareness with, through visualacquisition or with traffic information via voice messages
from Air Traffic Controllers. These methods have limitations
in reducing aircraft separation because of their delay inacquiring traffic. To improve the acquisition of traffic
information, airborne surveillance with a ADS-B/TIS-B hasbeen proposed. This paper reports on the prototype TIS-B
system developed by ENRI and on the results ofevaluations with flight testing.

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Surveillance Area

See&Avoid
ACAS

Airborne Surveillance
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Traffic Management(flow control, etc.)

What is TIS-B ?
Traffic Information Service – Broadcast
TIS-B is a function in which transmitters on the groundprovide aircraft with information about nearby aircraft. The
TIS-B information is likely to come from ground-based
surveillance sensors such as air traffic control radars or
multilateration systems.
Support for ADS-B-IN

ADS-B
ADS-B OUTTIS-B
ADS-B IN

ADS-R

Com. media
Ground Surveillance system

FIS-B•Mode S (1090ES)•UAT•（VDL）

Ground Surveillance System,
Weather Information, etc.
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ADS-B and TIS-B system

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ENRI prototype TIS-B system

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ENRI Prototype TIS-B system

The left is the ground station, the center is the ADS-B/TIS-B receieron the aircraft, and the right is the PC-based data display.
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Ground System

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TIS-B system Tx Power• TIS-B Service Assumption– TIS-B Service Area  50NM (propagatoin loss -133dBm)• Target Application: ATSA-AIRB, ATSA-VSA– Receiver MTL (minimum trigger level)  -84dBm– Antenna Gain
• Ground  8dBi
• airborne  0dBi

– Line loss  3dB– Link margin  6dB

Tx power  53dBm (200W)

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Transmission Rate

Aircraft ADS-B message

Aircrafts within service volume

3.1 HzThe maximum ADS-B Message
transmission
rateofnontransponder ADS-B Transmitter
implementations shall not exceed
6.2 transmitted messages per
second.

250775 Hz

The SSR mode S whichuses
oneofoursurveillance data sources
can process 250 aircraft
per second.

We decided to allow 1000 messages per second system margin

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On-board Receiver system

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Feasibility flight test
• Installed a receiver and display system on ENRI B99• Flight route– SDE-GOC-JD-MI-RB-YXE-XAC– SDE-GOC-CVC-OJC-PQE-YAE-RB-MI-JD-GOC-SDE• Surveillance data: ENRI-SSR (at Chofu)• on-board receiver MTL = -79dBm– receiver noise level is -96dBm

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Flight route

The flight route and beacon stations. Solid line indicates round trip route between Sendai(SDE) andOshima(XAC). Dashed line indicate Kanto route.
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Data Plot・ADS-B
・TIS-B・Beacon station
Simplified data plot from received ADS-B/TIS-B messages while airborne. The green triangle at the center indicatesthe airborne position measured by GPS. Red points indicate TIS-B aircraft, orange points with bar indicate ADS-B
transmitting aircraft.
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Results of flight test
Transmitter Coverage: about 40NM
Signal reception rate: 10% (40Nm)
80% (around transmitter)
Before error correction

Easy to find aircraft
Display: Direction
AltitudeCallsign

We have determined the ability of the prototype TIS-B system. It is clear that our system has anenough ability as a TIS-B transfer system for simple applications such as aiding visual acquisition.

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Summary and Conclusion
In this paper, we described our prototype TIS-B systemusing an 1090MHz extended squitter, and the results ofevaluation through flight tests. From the results of the flighttesting, we have determined the ability of the prototype TISB system. It is clear that our system has an enough abilityas a TIS-B transfer system for simple applications such asaiding visual acquisition. We are currently developing anew TIS-B server which generates free text type squitter
messages instead of RTCA standard. Using the new server,
we will try to transmit more useful messages for flightsafety with an extended squitter.

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Contanct: otsuyama@enri.go.jp

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