SYSTEM AND METHOD FOR AIRCRAFT NAVIGATION BASED ON DIVERSE RANGING ALGORITHM USING ADS-B MESSAGES AND GROUND TRANSCEIVER RESPONSES

• US 20150331099A1
• Filed: 03/15/2013
• Published: 11/19/2015
• Est. Priority Date: 04/06/2012
• Status: Active Grant

• Current Assignee: SAAB Cars
• Original Assignee: Saab Sensis Corp. (Saab AB)
• Inventors: WU, Ryan Haoyun, PERL, Elyahu
• Granted Patent: US 9,218,741 B2
• Time in Patent Office: Days
• US Class Current: 1/1
• CPC Class Codes: G01S 11/02 using radio waves G01S19/00 takes precedence
• CPC Class Codes: G01S 13/767 Responders; Transponders teaching or practice apparatus for gun-aiming or gun-laying using reflecting targets or active targets F41G3/26
• CPC Class Codes: G01S 13/781 Secondary Surveillance Radar [SSR] in general
• CPC Class Codes: G01S 13/785 Distance Measuring Equipment [DME] systems
• CPC Class Codes: G01S 13/876 Combination of several spaced transponders or reflectors of known location for determining the position of a receiver G01S13/874 takes precedence
• CPC Class Codes: G01S 13/878 Combination of several spaced transmitters or receivers of known location for determining the position of a transponder or a reflector G01S13/874 takes precedence
• CPC Class Codes: G08G 5/0008 with other aircraft
• CPC Class Codes: G08G 5/0013 with a ground station
• CPC Class Codes: G08G 5/0078 for monitoring traffic from the aircraft radar or analogous systems specially adapted for traffic control G01S13/91
• CPC Class Codes: H04K 2203/22 for communication related to vehicles
• CPC Class Codes: H04K 3/25 based on characteristics of target signal or of transmission as countermeasure against surveillance H04K3/827, e.g. using direct sequence spread spectrum or fast frequency hopping spread spectrum techniques H04B1/69
• CPC Class Codes: H04K 3/82 related to preventing surveillance, interception or detection
• CPC Class Codes: H04K 3/90 related to allowing or preventing navigation or positioning, e.g. GPS

Abstract

A method of aircraft navigation via receiving signals emitted by other aircraft and corresponding reply message transmitted by ground transceivers and the using a new diverse-ranging algorithm that solves for the positions of a eavesdropping aircraft and the positions of direct-reply aircraft emitting the signals received by the eavesdropping aircraft.

Claims

1. A method of aircraft navigation and dependent surveillance using at least one broadcast message, the method comprising the steps of:

transmitting and recording the transmission time of a first broadcast message at a first aircraft of a plurality of aircraft, the first broadcast message comprising at least identity information of the first aircraft;

receiving and recording the receiving time of the first broadcast message from the first aircraft at a plurality of ground transceivers and at a second aircraft;

transmitting a reply message to the first broadcast message from each of the plurality of ground transceivers, wherein each reply message comprises at least the ground transceiver'"'"'s identity and a delay time from receiving the first broadcast message to transmitting the reply message for that ground transceiver;

receiving and recording the receiving time of the reply messages transmitted by each of the plurality of ground transceivers at the first aircraft and the second aircraft;

determining a first position of the first aircraft on the first aircraft from at least the transmission time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages and the positions of each of the plurality of ground transceivers;

determining a second position of the first aircraft and a first position of the second aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages, and the positions of each of the plurality of ground transceivers;

transmitting a second broadcast message from the first aircraft comprising at least the identity information and the first position of the first aircraft;

receiving the second broadcast message at the second aircraft;

determining a second position of the second aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages, the positions of each of the plurality of ground transceivers, and the first position of the first aircraft contained in the second broadcast message; and

transmitting a third broadcast message from the second aircraft comprising at least identity information and at least one of the first position and the second position of the second aircraft.

2. The method of claim 1, wherein the step of determining the first position of the first aircraft on the first aircraft further comprises the steps of:

transmitting a broadcast message from each of at least one other aircraft, wherein the at least one other aircraft is not one of the first and second aircraft;

receiving and recording the receiving time of the broadcast message from each of the at least one aircraft at a plurality of ground transceivers and at the first aircraft;

transmitting a reply message to the broadcast message of each of the at least one other aircraft from the plurality of ground transceivers, wherein each reply message comprises at least ground transceiver identity and a delay time from receiving the broadcast message to transmitting the reply message for that ground transceiver; and

determining the first position of the first aircraft on the first aircraft from at least the transmission time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages responding to the first broadcast message, the receiving time data for the broadcast message of each of the at least one other aircraft, the receiving time data and the delay time for each of the received reply messages responding to the broadcast message of each of the at least one other aircraft, and the positions of each of the plurality of ground transceivers.

3. The method of claim 1, wherein the step of determining the second position of the first aircraft and the first position of the second aircraft on the second aircraft further comprises the steps of:

transmitting a broadcast message from each of at least one other aircraft, wherein the at least one other aircraft is not one of the first and second aircraft;

receiving and recording the receiving time of the broadcast message from each of the at least one other aircraft at a plurality of ground transceivers and at the second aircraft;

transmitting a reply message to the broadcast message of each of the at least one other aircraft from the plurality of ground transceivers, wherein each reply message comprises at least ground transceiver identity and a delay time from receiving the broadcast message to transmitting the reply message for that ground transceiver; and

determining the second position of the first aircraft and the first position of the second aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages responding to the first broadcast message, the receiving time data for the broadcast message of each of the at least one other aircraft, the receiving time data and the delay time for each of the received reply messages responding to the broadcast message of each of the at least one other aircraft, and the positions of each of the plurality of ground transceivers.

4. The method of claim 1, wherein the step of determining the second position of the second aircraft on the second aircraft further comprises the steps of:

transmitting a broadcast message from each of at least one other aircraft, each broadcast message comprising at least the identity of that aircraft, wherein the at least one other aircraft is not one of the first and second aircraft;

receiving and recording the receiving time of the broadcast message from each of the at least one aircraft at a plurality of ground transceivers and at the second aircraft;

transmitting a reply message to the broadcast message of each of the at least one other aircraft from the plurality of ground transceivers, wherein each reply message comprises at least ground transceiver identity and a delay time from receiving the broadcast message to transmitting the reply message for that ground transceiver;

determining a first position of one of the at least one other aircraft on the one of the at least one other aircraft from at least the transmission time data for the broadcast message of the one of the at least one other aircraft, the receiving time data and the delay time for each of the received reply messages and the positions of each of the plurality of ground transceivers;

transmitting a broadcast message comprising at least the identity information and the first position of the one of the at least one other aircraft from the one of the at least one other aircraft;

receiving the broadcast message comprising at least the identity information and the first position of the one of the at least one other aircraft at the second aircraft; and

determining the second position of the second aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages in responding to the first broadcast message, the positions of each of the plurality of the ground transceivers, the first position of the first aircraft contained in the second broadcast message, the receiving time data for the broadcast message comprising at least the identity of the one of the at least one other aircraft, the receiving time data and the delay time for each of the received reply messages responding to the broadcast message comprising at least the identity of the one of the at least one other aircraft, and the position of the one of the at least one other aircraft.

5. The method of claim 1, wherein the step of determining the first position of the first aircraft on the first aircraft further comprises the steps of:

determining a barometric altitude of the first aircraft using a barometric sensor;

receiving at least mean-sea-level barometric pressure data from at least one ground transceiver;

calculating a corrected altitude of the first aircraft using the at least mean-sea-level barometric pressure data and the determined barometric altitude of the first aircraft;

determining the first position of the first aircraft on the first aircraft from at least the transmission time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages, the positions of each of the plurality of ground transceivers, and the corrected altitude of the first aircraft.

6. The method of claim 1, wherein the step of determining the second position of the first aircraft and the first position of the second aircraft on the second aircraft further comprises the steps of:

determining a barometric altitude of the second aircraft using a barometric sensor;

determining a barometric altitude of the first aircraft from messages transmitted by the first aircraft;

receiving at least mean-sea-level barometric pressure data from at least one ground transceiver;

calculating a corrected altitude for each of the first aircraft and the second aircraft using the at least mean-sea-level barometric pressure data and the determined barometric altitude for each of the first aircraft and the second aircraft;

determining the second position of the first aircraft and the first position of the second aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages, the positions of each of the plurality of ground transceivers, and the corrected altitude data of the first aircraft and the second aircraft.

7. The method of claim 1, wherein the step of determining the second position of the second aircraft on the second aircraft further comprises the steps of:

determining a barometric altitude of the second aircraft using a barometric sensor;

receiving at least mean-sea-level barometric pressure data from at least one ground transceiver;

calculating a corrected altitude of the second aircraft using the at least mean-sea-level barometric pressure data and the determined barometric altitude;

determining the second position of the second aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages, the positions of each of the plurality of ground transceivers, the first position of the first aircraft contained in the second broadcast message, and the corrected altitude of the second aircraft.

8. The method of claim 2, wherein the step of determining the first position of the first aircraft on the first aircraft further comprises the steps of:

receiving at least mean-sea-level pressure data from at least one ground transceiver;

determining a corrected altitude of the first aircraft using altitude sensor data on the first aircraft and the at least mean-sea-level (MSL) pressure data received from the at least one ground transceivers;

determining the corrected altitude of each of the at least one other aircraft using altitude data received from each of the at least one other aircraft and the at least MSL pressure data received from the at least one ground transceivers;

determining a velocity of the first aircraft using one of velocity sensor data on the first aircraft when a valid velocity output is available from a velocity sensor and position track data when the a valid velocity sensor output is not available;

determining a velocity of each of the at least one other aircraft using one of velocity data received from each of the at least one other aircraft when valid velocity data is available from the received broadcast messages and position track data when valid velocity data is not available from the received broadcast messages;

determining the first position of the first aircraft on the first aircraft from at least the transmission time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages responding to the first broadcast message, the receiving time data for the broadcast message of each of the at least one other aircraft, the receiving time data and the delay time for each of the received reply messages responding to the broadcast message of each of the at least one other aircraft, the positions of each of the plurality of ground transceivers, the determined velocity data of the first aircraft, and each of the at least one other aircraft, and the corrected altitude data of the first aircraft, and each of the at least one other aircraft.

9. The method of claim 3, wherein the step of determining the second position of the first aircraft and the first position of the second aircraft on the second aircraft further comprises the steps of:

receiving at least mean-sea-level pressure data from at least one ground transceiver;

determining a corrected altitude of the second aircraft using altitude sensor data on the second aircraft and the at least mean-sea-level (MSL) pressure data received from the at least one ground transceiver;

determining a corrected altitude of the first aircraft and each of the at least one other aircraft using altitude data received from the first aircraft and each of the at least one other aircraft from the received broadcast messages and the at least MSL pressure data received from the at least one ground transceiver;

determining a velocity of the second aircraft using one of velocity sensor data on the second aircraft when a valid velocity output is available from a velocity sensor and position track data when a valid velocity sensor output is not available;

determining a velocity of the first aircraft and each of the at least one other aircraft using velocity data received from the first aircraft and each of the at least one other aircraft when valid velocity data is available from the received broadcast messages and position track data when the velocity data is not available from the received broadcast messages;

determining the second position of the first aircraft and the first position of the second aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages responding to the first broadcast message, the receiving time data for the broadcast message of each of the at least one other aircraft, the receiving time data and the delay time for each of the received reply messages responding to the broadcast message of each of the at least one other aircraft, the positions of each of the plurality of ground transceivers, the determined velocity data of the first aircraft, the second aircraft, and each of the at least one other aircraft, and the corrected altitude data of the first aircraft, the second aircraft, and each of the at least one other aircraft.

10. The method of claim 4, wherein the step of determining the second position of the second aircraft on the second aircraft further comprises the steps of:

receiving at least mean-sea-level pressure data from at least one ground transceiver;

determining a corrected altitude of the second aircraft using altitude sensor data on the second aircraft and the at least mean-sea-level (MSL) pressure data received from the at least one ground transceiver;

determining a corrected altitude of each of the at least one other aircraft using altitude data received from each of the at least one other aircraft in the received broadcast messages and the at least MSL pressure data received from the at least one ground transceiver;

determining a velocity of the second aircraft using velocity sensor data on the second aircraft when a valid velocity output is available from a velocity sensor and position track data when the velocity sensor output is not available;

determining a velocity of the first aircraft and each of the at least one other aircraft using velocity data received from the first aircraft and each of the at least one other aircraft when valid velocity data is available from the received broadcast messages and position track data when the velocity data is not available from the received broadcast messages; and

determining the second position of the second aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages in responding to the first broadcast message, the positions of each of the plurality of the ground transceivers, the first position of the first aircraft contained in the second broadcast message, the receiving time data for the broadcast message comprising at least the identity of the one of the at least one other aircraft, the receiving time data and the delay time for each of the received reply messages responding to the broadcast message comprising at least the identity of the one of the at least one other aircraft, the position of the one of the at least one other aircraft, the velocity data of the first aircraft, the second aircraft, and each of the at least one other aircraft, and the corrected altitude data of the second aircraft and each of the at least one other aircraft.

11. The method of claim 2, wherein the step of determining the first position of the first aircraft on the first aircraft further comprises the steps of:

receiving at least mean-sea-level pressure data from at least one ground transceiver;

determining a corrected altitude of the first aircraft and each of the at least one other aircraft using altitude data received from the first aircraft and each of the at least one other aircraft in the received broadcast messages and the at least mean-sea-level pressure data received from the at least one ground transceiver; and

determining the first position of the first aircraft and the velocity of the first aircraft and the velocity of each of the at least one other aircraft on the first aircraft from at least the transmission time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages responding to the first broadcast message, the receiving time data for the broadcast message of each of the at least one other aircraft, the receiving time data and the delay time for each of the received reply messages responding to the broadcast message of each of the at least one other aircraft, the positions of each of the plurality of ground transceivers, and the corrected altitude data of the first aircraft, and each of the at least one other aircraft.

12. The method of claim 3, wherein the step of determining the second position of the first aircraft and the first position of the second aircraft on the second aircraft further comprises the steps of:

receiving at least mean-sea-level pressure data from at least one ground transceiver;

determining a corrected altitude of the second aircraft using altitude sensor data on the second aircraft and the at least mean-sea-level (MSL) pressure data received from the at least one ground transceiver;

determining a corrected altitude of the first aircraft and each of the at least one other aircraft using altitude data received from the first and each of the at least one other aircraft in the received broadcast messages and the at least MSL pressure data received from the at least one or more ground transceiver; and

determining the second position of the first aircraft, the first position of the second aircraft, and a velocity of the first aircraft, a velocity of the second aircraft, and a velocity of each of the at least one other aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages responding to the first broadcast message, the receiving time data for the broadcast message of each of the at least one other aircraft, the receiving time data and the delay time for each of the received reply messages responding to the broadcast message of each of the at least one other aircraft, the positions of each of the plurality of ground transceivers, and the corrected altitude data of the first aircraft, the second aircraft, and each of the at least one other aircraft.

13. The method of claim 4, wherein the step of determining the second position of the second aircraft on the second aircraft further comprises the steps of:

receiving at least mean-sea-level pressure data from at least one ground transceiver;

determining a corrected altitude of the second aircraft using altitude sensor data on the second aircraft and the at least mean-sea-level (MSL) pressure data received from the at least one ground transceiver;

determining a corrected altitude of each of the at least one other aircraft using altitude data received from each of the at least one other aircraft in the received broadcast messages and the at least MSL pressure data received from the at least one ground transceiver; and

determining the second position of the second aircraft, a velocity of the first aircraft, a velocity of the second aircraft, and a velocity of each of the at least one other aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages in responding to the first broadcast message, the positions of each of the plurality of the ground transceivers, the first position of the first aircraft contained in the second broadcast message, the receiving time data for the broadcast message comprising at least the identity of the one of the at least one other aircraft, the receiving time data and the delay time for each of the received reply messages responding to the broadcast message comprising at least the identity of the one of the at least one other aircraft, the position of the one of the at least one other aircraft, and the corrected altitude data of the first aircraft, the second aircraft, and each of the at least one other aircraft.

14. The method of claim 2, wherein the step of determining the first position of the first aircraft on the first aircraft further comprises determining a velocity of the first aircraft and a velocity of each of the at least one other aircraft.

15. The method of claim 3, wherein the step of determining the second position of the first aircraft and the first position of the second aircraft on the second aircraft further comprises determining a velocity of the first aircraft, a velocity of the second aircraft, and a velocity of each of the at least one other aircraft.

16. The method of claim 4, wherein the step of determining the second position of the first aircraft and the first position of the second aircraft on the second aircraft further comprises determining a velocity of the first aircraft, a velocity of the second aircraft, and a velocity of each of the at least one other aircraft.

17. The method of claim 1, wherein the step of transmitting a reply message to the first broadcast message from each of the plurality of ground transceivers further comprises the steps of:

incrementing a message counter value for each reply message transmitted;

recording a delay time of each reply message transmitted and associating the delay time with the message counter value; and

adding to the reply message a first message counter value associated with a current reply message;

adding to the reply message a delay time and a second message counter value of the reply message that is associated with the delay time.

18. The method of claim 1, wherein the step of receiving and recording the receiving time of the reply messages transmitted by each of the plurality of ground transceivers at the first aircraft and the second aircraft further comprises the steps of:

determining the clock frequency offset and frequency drift of each of the first aircraft and the second aircraft using at least one of GPS position data and GPS pulse-per-second (PPS) data when GPS is available; and

correcting the recorded receiving time of the reply messages on the first aircraft using the determined clock frequency offset, clock frequency drift, and the recorded time of transmission of the first broadcast message.

19. The method of claim 1, the step of determining the first position of the first aircraft on the first aircraft further comprises determining an integrity radius and an integrity level of the determined first position, performing fault detection when at least one receiving time data more than is necessary to determine the first position is available, and excluding at least one of a faulty receiving time data and a faulty ground transceiver when a fault is detected and at least two receiving time data more than are necessary to determine the first position are available.

20. The method of claim 1, wherein the step of determining the second position of the first aircraft and the first position of the second aircraft on the second aircraft further comprises determining an integrity radius and an integrity level of the determined first position of the second aircraft, performing fault detection when at least one receiving time data more than is necessary to determine the first position is available, and excluding at least one of a faulty receiving time data and a faulty ground transceiver when a fault is detected and at least two receiving time data more than necessary to determine the first position are available.

21. The method of claim 1, wherein the step of determining the second position of the second aircraft on the second aircraft further comprises determining an integrity radius and an integrity level of the determined second position of the second aircraft and performing fault detection when at least one receiving time data more than is necessary to determine the second position is available.

22. The method of claim 2, wherein the step of determining the first position of the first aircraft on the first aircraft further comprises determining an integrity radius and an integrity level of the determined first position of the first aircraft, performing fault detection when at least one receiving time data more than is necessary to determine the first position is available, and excluding at least one of a faulty receiving time data and a faulty ground transceiver when a fault is detected and at least two receiving time data more than are necessary to determine the first position are available.

23. The method of claim 3, wherein the step of determining the second position of the first aircraft and the first position of the second aircraft on the second aircraft further comprises determining an integrity radius and an integrity level of the determined first position of the second aircraft, performing fault detection when at least one receiving time data more than is necessary to determine the first position is available, and excluding at least one of a faulty receiving time data and a faulty ground transceiver when a fault is detected and at least two receiving time data more than are necessary to determine the first position are available.

24. The method of claim 4, wherein the step of determining the second position of the second aircraft on the second aircraft further comprises determining an integrity radius and an integrity level of the second position of the second aircraft, performing fault detection when at least one receiving time data more than is necessary to determine the second position is available, excluding at least one of a faulty receiving time data and a faulty ground transceiver when a fault is detected and at least two receiving time data more than are necessary to determine the second position are available, and excluding a faulty aircraft position data when a fault is detected and at least two aircraft transmitting broadcast messages to which reply message from the plurality of ground-transceivers are transmitted and are received by the second aircraft more than are necessary to determine the second position are available.

25. The method of claim 19, wherein at least one of determining the integrity radius, the integrity level, detecting the fault and excluding one of the faulty receiving time data and the faulty ground transceiver further comprises using range measurements obtained from Distance Measuring Equipment (DME).

26. The method of claim 20, wherein at least one of determining the integrity radius, the integrity level, detecting the fault and excluding one of the faulty receiving time data and the faulty ground transceiver further comprises using range measurements obtained from Distance Measuring Equipment (DME).

27. The method of claim 21, wherein at least one of determining the integrity radius, the integrity level, detecting the fault and excluding one of the faulty receiving time data and the faulty ground transceiver further comprises using range measurements obtained from Distance Measuring Equipment (DME).

28. The method of claim 22, wherein at least one of determining the integrity radius, the integrity level, detecting the fault and excluding one of the faulty receiving time data and the faulty ground transceiver further comprises using range measurements obtained from Distance Measuring Equipment (DME).

29. The method of claim 23, wherein at least one of determining the integrity radius, the integrity level, detecting the fault and excluding one of the faulty receiving time data and the faulty ground transceiver further comprises using range measurements obtained from Distance Measuring Equipment (DME).

30. The method of claim 24, wherein at least one of determining the integrity radius, the integrity level, detecting the fault and excluding one of the faulty receiving time data and the faulty ground transceiver further comprises using range measurements obtained from Distance Measuring Equipment (DME).

31. The method of claim 1, further comprising the steps of:

determining a third position of the first aircraft on the first aircraft using a Global Positioning System (GPS);

determining a difference between the determined first position and the determined third position of the first aircraft on the first aircraft; and

determining a validity of the determined third position and the determined first position of the first aircraft using the determined difference.

32. The method of claim 1, further comprising the steps of:

determining a third position of second aircraft on the second aircraft using a Global Positioning System (GPS);

determining a first difference between the determined first position and the determined third position of the second aircraft on the second aircraft;

determining a second difference between the determined second position and the determined third position of the second aircraft on the second aircraft;

determining a third difference between the determined second position and the determined first position of the second aircraft on the second aircraft; and

determining a validity of the first, second, and third positions of the second aircraft using the determined first difference, the determined second difference, and the determined third difference.

33. The method of claim 1, further comprising the steps of:

receiving another broadcast message from the first aircraft on the second aircraft, the another broadcast message comprising at least identify information and another position of the first aircraft;

determining a difference between the second position of the first aircraft and the another position of the first aircraft in the another broadcast message; and

determining a validity of the position of the first aircraft in the another broadcast message using the determined difference.

34. The method of claim 1, further comprises the steps of:

receiving and recording the receiving time of a broadcast message that is not the first broadcast message from an aircraft at a plurality of ground transceivers;

determining the propagation time from the aircraft to each of the ground transceivers using at least the data of the position of the aircraft and the position of each of the ground transceivers;

determining a difference in the propagation time from the aircraft to each pair of the ground transceivers;

determining a difference in the recorded receiving time of the each pair of the ground transceivers;

determining a difference between the difference in the propagation time and the difference in the recorded receiving time of the each pair of ground transceivers;

selecting a ground transceiver from the plurality of ground transceivers as a reference ground transceiver;

correcting the clock of each of the ground transceivers that is not the reference ground transceiver using the determined difference between the difference in the propagation time and the difference in the recorded receiving time;

transmitting a time broadcast message from each of the plurality of ground transceivers, the time broadcast message comprising at least the identity information and the transmitting time based on the corrected clock of that ground transceiver;

receiving and recording the receiving time of the time broadcast message from each of the ground transceivers at an aircraft;

determining a position of the aircraft that receives the time broadcast messages on the aircraft using at least the recorded receiving time of each of the time broadcast messages and the position of each of the ground transceivers when the position of the aircraft is unknown and determining a clock bias of the aircraft using at least the recorded the receiving time of each of the time broadcast messages, the position of each of the ground transceivers, and the position of the aircraft when the position of the aircraft is known.

35. The method of claim 34 further comprises the steps of:

synchronizing the clock of the reference ground transceiver to Universal Time Coordinated (UTC);

correcting the clock of each of the ground transceivers that are not the reference ground transceiver and the clock of each of the ground transceivers is synchronized to UTC;

correcting the clock of each of the aircraft and the clock of each of the aircraft is synchronized to UTC.

36. A method of aircraft navigation using at least one broadcast message, the method comprising the steps of:

transmitting and recording a transmission time of a first broadcast message at a first aircraft of a plurality of aircraft, the first broadcast message comprising at least identity information of the first aircraft;

receiving and recording a receiving time of the first broadcast message from the first aircraft at the plurality of ground transceivers and at a second aircraft;

transmitting a reply message to the first broadcast message from each of the plurality of ground transceivers, wherein each reply message comprises at least identity information of that ground transceiver and a delay time from receiving the first broadcast message to transmitting the reply message for that ground transceiver;

receiving and recording a receiving time of the reply messages transmitted by each of the plurality of ground transceivers at the first aircraft and the second aircraft; and

determining a first position of the first aircraft and a first position of the second aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages, and the positions of each of the plurality of ground transceivers.

37. A method of aircraft navigation using at least one broadcast message, the method comprising the steps of:

transmitting and recording a transmission time of a first broadcast message at a first aircraft of a plurality of aircraft, the first broadcast message comprising at least identity information of the first aircraft;

receiving and recording a receiving time of the first broadcast message from the first aircraft at a plurality of ground transceivers and at a second aircraft;

transmitting a reply message to the first broadcast message from each of the plurality of ground transceivers, wherein each reply message comprises at least identity information of that ground transceiver and a delay time from receiving the first broadcast message to transmitting the reply message for that ground transceiver;

receiving and recording a receiving time of the reply messages transmitted by each of the plurality of ground transceivers at the first aircraft and the second aircraft;

determining a first position of the first aircraft on the first aircraft from at least the transmission time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages and the positions of each of the plurality of ground transceivers;

determining a second position of the first aircraft and a first position of the second aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages, and the positions of each of the plurality of ground transceivers;

transmitting a second broadcast message from the first aircraft comprising at least the identity information and the first position of the first aircraft;

receiving the second broadcast message at the second aircraft; and

determining a second position of the second aircraft on the second aircraft from at least the receiving time data for the first broadcast message, the receiving time data and the delay time for each of the received reply messages, the positions of each of the plurality of ground transceivers, and the first position of the first aircraft contained in the second broadcast message.