The Flying Laboratory for the Observation of ADS-B Signals

Francis, Raymond; Vincent, Ronald G.; Noël, Jean‐Marc; Tremblay, Pascal; Desjardins, D.; Cushley, A. C.; Wallace, Matthew

doi:10.1155/2011/973656

Cited by 30 publications

(27 citation statements)

References 1 publication

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“…As stated in [10], there are three categories of ADS-B transmission frequencies, namely Very High-Frequency Data Link (VDL) Mode 4, 978 MHz Universal Access Transceiver (UAT), and 1090 MHz Extended Squitter (ES). However, since the Extended Squitter datalink is viewed as an extension of existing Mode S transponders, it is regarded as the most costeffective way of transmission of ADS-B data [10].…”

Section: B Ads-b Signalmentioning

confidence: 99%

Security of ADS-B: Attack Scenarios

Mirzaei¹,

Carvalho²,

Pschorn³

2019

EasyChair Preprints

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Automatic Dependent Surveillance-Broadcast (ADS-B) is the successor surveillance technology which is used in aviation, and according to Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA), the vast majority of aircraft must be equipped with it by January and June 2020, respectively. However, ADS-B, as it is utilized today, is not free from problems. This paper discusses observed attacks and corresponding methods that can be realized over ADS-B surveillance technology and consequently, compromise its availability, integrity or confidentiality. Nonetheless, as an opening, the paper studies essential characteristics of ADS-B, functionality, deployment status and other relevant facts and figures for a better understanding of the basics, current state, and pitfalls of the state-of-the-art technology for air traffic surveillance and control. Then this paper proceeds to study complexity, severity, and effect of the attacks by providing some examples. Ultimately, the paper complements the previous sections by presenting an outline of the proposed solutions and mitigation techniques and survey the most distinguished ones.

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Section: B Ads-b Signalmentioning

confidence: 99%

Security of ADS-B: Attack Scenarios

Mirzaei¹,

Carvalho²,

Pschorn³

2019

EasyChair Preprints

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“…The PE performance is evaluated based the SSR and ADS-B applications used in the civil aviation and the simulation parameters are shown in Table 3. A transponder that transmits a power of 250 Watts is selected as it corresponds to the type of transponder used on board aircraft capable of flying at an altitude of 15,000 feet (4.6 km) and above [37], and the receiver parameters used are based on the actual system used in the aviation industry [28]. …”

Section: A Simulation Parametermentioning

confidence: 99%

Position Estimation Error Performance Model for a Minimum Configuration 3-D Multilateration

Yaro¹,

Sha’ameri²,

Kamel³

2018

IJEEI

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A multilateration system estimates the position of emitter using time difference of arrival (TDOA) measurements with a lateration algorithm. It involves solving a set of hyperbolic plane equations to determine the position of the emitter given the TDOA measurements that corresponds to the path difference (PD) measurement in distance. A performance model is developed using the relative maximum error bound (RMEB) which relates the plane equation condition number, the relative ground receiving station (GRS) geometry and the PD measurement error to estimate the position estimation (PE) error. By using air traffic monitoring for civil aviation as an application, Monte Carlo simulation verifies the PE error of the performance model for a square GRS configuration. The coverage assumed a 360 0 bearing, a range of up to 200 km and a maximum altitude of 15 km. Simulation results also show that the performance model estimates the horizontal position error with a maximum absolute error of 0.1 km up to a range of 200 km at an altitude of 15 km and a minimum absolute error of 0.2 km at an altitude of 15 km.

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“…As a result, a large part of the airspace still remains unsupervised e.g., oceanic or arctic regions [5] and areas scarcely fitted with ADS-B ground stations. To enable global ADS-B coverage, we propose a space-based ADS-B surveillance infrastructure that i) collects flight information from a constellation of low Earth orbit (LEO) nano-satellites equipped with sensitive ADS-B receivers, and ii) relays the collected flight information to ATM operators through ground stations.…”

Section: Mission Overviewmentioning

confidence: 99%

ADS-B in space: Decoder implementation and first results from the GATOSS mission

Knudsen

Jensen

Birklykke

et al. 2014

2014 14th Biennial Baltic Electronic Conference (BEC)

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ADS-B is increasingly used for air traffic control in areas covered by terrestrial receivers; however, its limited range makes it unsuitable for other areas such as the oceans. To overcome this limitation, it has been proposed to receive ADS-B signals from low earth orbit nano-satellites and relay them to the terrestrial receivers. This paper gives an overview of the GATOSS mission and of its highly-sensitive ADS-B software-defined radio receiver payload. Details of the design and implementation of the receiver's decoder are introduced. The first real-life, space-based results show that ADS-B signals are indeed successfully received in space and retransmitted to a terrestrial station by the GATOSS nano-satellite orbiting at 700+ km altitudes, thus showing that GATOSS is capable of tracking flights, including transoceanic ones, from space. I. MISSION OVERVIEWAir traffic management (ATM) increasingly relies on automatic dependent surveillance-broadcast (ADS-B) [1] technology. ADS-B is currently being rolled out around the world through the NEXTGEN [2], SESAR [3] and AIRE/ENGAGE [4] programs. The advantages of ADS-B over traditional radar and radio systems include lower infrastructure costs and improved situational awareness, both for ATMs that have access to more accurate data about the position, status and routes of all aircraft within range and for ADS-B equipped aircraft that receive information about other aircraft in the nearby airspace.However, as over-the-horizon communication is not possible, ADS-B cannot accurately track flights passing over areas without ground stations. As a result, a large part of the airspace still remains unsupervised e.g., oceanic or arctic regions [5] and areas scarcely fitted with ADS-B ground stations. To enable global ADS-B coverage, we propose a space-based ADS-B surveillance infrastructure that i) collects flight information from a constellation of low Earth orbit (LEO) nano-satellites equipped with sensitive ADS-B receivers, and ii) relays the collected flight information to ATM operators through ground stations. We refer to this as global air traffic awareness and optimization through spaceborne surveillance (GATOSS).The authors thank the Danish National Advanced Technology Foundation for partial funding. Yannick Le Moullec was affiliated with Aalborg University when the work began.Two scenarios for providing space-based ADS-B service have been envisaged:• Off-line data: a few (three to six) nano-satellites sample the airspace and provide information for off-line data processing; in this case the data is downlinked with delay when the nano-satellites pass over one or more ground stations.• On-line data: a near real-time picture of the airspace can be achieved by means of a larger fleet (40 to 70 nano-satellites) that communicate to the ATM infrastructure via geostationary data relay satellites. Fig. 1. GATOSS demonstration mission: ADS-B out signals transmitted from the aircraft are received and decoded by the proposed payload on-board the Cubesat nano-satellite and re-transm...

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The Flying Laboratory for the Observation of ADS-B Signals

Cited by 30 publications

References 1 publication

Security of ADS-B: Attack Scenarios

Security of ADS-B: Attack Scenarios

Position Estimation Error Performance Model for a Minimum Configuration 3-D Multilateration

ADS-B in space: Decoder implementation and first results from the GATOSS mission

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