MLAT SIMULATION WITH

ATDI TOOLS
Airports MSS-A & MSS-W
V 1.0

Abstract
Modelling, simulation and assessment of MSS-A/MSS-W Multilateration Surveillance
System using ATDI’s RF simulation tool

ATDI
[email protected]
CONTENTS
MLAT application .................................................................................... 5
ATC Surveillance Systems........................................................................... 5
For MSS-A ................................................................................................ 6
For MSS-W ............................................................................................... 6
interrogator (transmitter & RECEIVER) ............................................................. 12
sensor only ............................................................................................. 16
Propagation model setup ............................................................................. 19
coverage calculations ................................................................................. 20
SENSOR visibility overlap ............................................................................. 24
custom color configuration ........................................................................ 25
Percentage calculations ........................................................................... 27
Location analysis .................................................................................... 27
MSS-A ACCURACE PREDICTION ....................................................................... 29
Horizontal accuracy using TDOA method ........................................................ 30
custom color configuration ........................................................................ 34
Propagation model setup ............................................................................. 36
MSS-W Network preparation ......................................................................... 39
mlat accuracy predictions: TDOA+TSOA method for TMA ....................................... 41
TMA Analysis and optimization ...................................................................... 44
Switching to DEM+IMAGE Display ................................................................. 45
Running profile to examine the impact: ........................................................ 46
Optimization......................................................................................... 47
Sample MlAT transponder/SENSOR parameters ................................................... 52
Sample sensor installation ........................................................................... 53
VERSION CONTROL
Date Version Author change
10/02/2016 V 1.0 Yahya .K First release
DEFINITIONS
Mode S is a Secondary Surveillance Radar process that allows selective interrogation of aircraft
according to the unique 24-bit address assigned to each aircraft.

ADS-B is a Surveillance technique that relies on aircraft or airport vehicles broadcasting their
identity, position and other information derived from on board systems (GNSS etc.). This signal
(ADS-B Out) can be captured for surveillance purposes on the ground (ADS-B Out) or on board other
aircraft in order to facilitate airborne traffic situational awareness, spacing, separation and self-
separation (ADS-B In).

MLAT: Multilateration

MSS: Multilateration surveillance system

MSS-A: MSS for airport surface typically under 5NM

MSS-W: Wide-area MSS that can extend to 25NM and beyond

WAM: Wide-area MLAT also known as MSS-W

ASR: Airport surveillance radar constitute of PSR and SSR

PSR: Primary surveillance system

SSR: Secondary surveillance system

SMR: Surface movement radar

ATC: Airport traffic control

INTRODUCTION TO MLAT
MLAT or multi-lateration is an advanced positioning system typically utilized in civil and military
airports. The main purpose of such system is to accurately localize Airplanes/assets on the surface
of the Airport (MSS-A) or within TMA and En-route (MSS-W/WAM) while maintaining very high
precision regardless of weather or visibility conditions. The system is superior over SMR/SSR in
terms of accuracy especially when deployed in busy airports where higher accuracy is crucial in
order to cope with the larger number of incoming and dis-embarking airplanes. MLAT system
accuracy can be as little as 2 meters for assets fitted with MLAT transponders and it can operate in
conjunction with or in isolation of the currently deployed ASR/SMR systems.

MSS system planning would require attention to the following three devices:

1- Airplane/asset’s transponder support Mode S – to allow selective interrogation

2- Two or more interrogators deployed within the airport
3- MSS sensors installed within or around the airport

MSS network employs a number of ground sensors, which are placed in strategic locations around an
airport, its local terminal area or a wider area that covers the larger surrounding airspace. These
sensors are continuously listening for “replies,” typically to interrogation signals transmitted from a
local MSS interrogator or a secondary radar system. Since every aircraft will be at different
distances from each of the sensors, their replies will be received by each sensor at fractionally
different times. Using advanced computer processing techniques, these individual time differences
allow an aircraft’s position to be precisely calculated whether on the surface or within surrounding
airspace.

MLAT technology is based on one or two of the following methods:

TDOA: Time difference of arrival

An aircraft TXPR radiates a signal, either in response

to an interrogation or spontaneously, then the TDOA
for the radiated signal is calculated at each sensor,
and the aircraft position resolved using TDOA
methodology

TSOA: Time sum of arrival

First, the aircraft TXPR (at location T) must be

interrogated by a multilateration system Figure 1: TDOA concept
interrogator. Second, as a response to the
interrogation, the TXPR for each sensor is the time difference between when the interrogation is
radiated and the sensor receives the TXPR response.
 Figure 2: TSOA concept

MLAT APPLICATION

 Airport surface
 Terminal area
 Wide area
 Height monitoring unit
 Airport operations and revenue management
 Environmental management
 Precision runway monitoring

ATC SURVEILLANCE SYS TEMS

 Primary
o Primary radars
o Surface movement radars (SMR)
 Secondary
o Secondary surveillance radars (SSR)
o Multilateration surveillance radars (MSS)
 Airport surface (MSS-A)
 Wide-area (MSS-W/WAM up to 250NM)
 Automatic dependent surveillance (ADS)
o Vehicle tracking system (VTS)
o DSS- Mode S-ES dependent surveillance system
MLAT NETWORK DESIGN
REQUIREMENTS
To make proper MSS design with minimal cost – one should firmly understand the system
requirements and its primary application. MSS deployment has two primary applications namely
MSS-A and MSS-W also known as wide-area MLAT or WAM.

Airport administration may select one or two of these applications and hence the network must be
designed accordingly.

FOR MSS-A
MLAT for airport-surface positioning requires high precision to avoid collisions and accidents.
Airports can be very busy with increasing chance of confusion especially when visibility is limited
due to weather conditions.

Accurate MLAT positioning would require Aircraft “reply” signal to be heard by a minimum of 4
sensors. This has to be true for runways, terminal manoeuvre areas and taxiway. The MSS network
operates on 1030/1090MHz and this frequency is subject to multipath effect such as diffraction and
reflections that can compromise the performance of the system. Hence, these sensors should be
installed in locations with maximum visibility over the airport (LOS conditions).

It is ideal if the sensors are scattered in all directions to produce non-linear geometrical shapes.
This would enhance the accuracy of the system. For example, 3 sensors can be arranged in triangle
shape rather than a line. And 4 sensors can be arranged in square or rectangle shape and so on.

Although single interrogator can be enough to cover the entire surface of the airport, higher
number, at least two, is required to achieve the required spatial redundancy shall one of the
system collapse also to boost the signal location/time availability. It would be ideal to select high
sites with special attention given to shadowing effect due to buildings within the airport.

Hence, we can summarize the MSS-A system requirement as follows:

1- A minimum of 4 sensors intervisibility for all target locations

2- A minimum of 2 transponder’s overlapping coverage over target locations. The higher the
better
3- Special attention to obstructions structures that might require additional sensors

In the next few sections we shall demonstrate how ATDI tool can be used to model and verify MSS-A
system requirements.

FOR MSS-W
The further you fly away from the airport the closer the sensors become in relation to the ranging
distance. Hence not all of the Airport-surface sensors will add a value to the MSS-W system as the
case of MSS-A. Airport structures such as builds are less important here given that the nominated
sensors and interrogators have good clearance and sky visibility. Which is why 3D data is not
required for WAM simulations.

The geometrical separation is still the baseline for MLAT accuracy; hence you may have to deploy
sensors/interrogators outside the Airport boundary or even offshore. For example at peak of a
nearby mountain in order to achieve good coverage and excellent geometry. This is a common
practice in Europe, New Zealand and Tasmania.

While WAM deployment approach is apparently similar to that at the Airport surface; the
calculations are a bit different. TDOA approach is satisfactory for the surface calculations, but WAM
requires TDOA plus TSOA methods to enhance the overall accuracy.
PROJECT SETUP
Let’s start with MSS-A modelling.

Figure 3: Creating or loading existing project

Figure 4: Project configurations

Figure 5: ICS Project upon loading

Figure 6: Airport 3D map using ICS Designer

For MSS-W modelling; different maps are required.

Figure 7: Project manager

Figure 8: MSS-W Project Setup

Figure 9: MSS-W Digital Terrain Model

Figure 10: MSS-W Digital Clutter Model

Figure 11: MSS-W Online images through ATDI’s maintenance
MLAT DEVICE CONFIGURATION IN ICS
INTERROGATOR (TRANSMITTER & RECEIVER)
Parameters:

 Long/Lat
 Antenna height (AGL)
 Nominal power (W)
 Antenna gain (dBi)
 Cables/connectors losses (dB)
 Frequency (MHz)
 Unique name/Address
 Antenna pattern (electronic format such as MSI, Planet ..)
 Analysis range (1,2,25 NM)
 Interrogator and transponder sensitivities (dBuV/m or dBm)

Figure 12: Adding an MLAT device manually

Figure 13: Configuring MLAT Interrogator general parameters
Figure 14: Configuring MLAT Interrogator antenna parameters
Figure 15: Configuring MLAT Interrogator range and colour
Figure 16: Configuring MLAT Interrogator advanced parameters such as sensitivity

SENSOR ONLY
For the sensor – the TX power is not important.
Figure 17: Configuring MLAT Sensor general parameters

Sensitivities is set to same as that of the interrogator unless advised. Notice in Figure 17, “Info(1)”
is set to “RX” only. To indicate that this is a sensing only device.
Figure 18: Configuring MLAT Sensor advanced parameters (Sensitivity)
MSS-A
For MLAT surveillance system within the airport (MSS-A), the localization problem is simpler since
the asset altitude is known. For example, all airplanes at the airport are touching the surface. The
MLAT transponder antenna is roughly 5m AGL.

The MLAT system is operating at 1030MHz or 1090MHz and its performance is inherently dependent
on accurate estimation of TDOA of the signals received by the various sensors within the airport. To
get the most accurate TDOA measurements, line of sight (LOS) conditions is preferable.

Multi-path effects such as diffractions and reflections are better be avoided by having higher
number of sensors to achieve higher visibility over the airport.

MLAT accuracy is enhanced by having higher number of sensors. Ideally designers would target a
minimum of 4 sensors fulfilling LOS conditions for all potential tracking areas at all time.

Hence, we deduce that senor network design for MSS-A would require the following conditions:

1- Sensors must be operation in LOS conditions

2- All airport target areas must be covered by 4 sensors, at least
3- Target height is 5m AGL

PROPAGATION MODEL SETUP

The 1st requirement above can be translated to 60% Fresnel Zone (FZ). Hence, the propagation
model must be configured to predict LOS coverage only.

Navigate to: “Tools>>Propagation model>>model”

Figure 19: Propagation model setup for 60% ellipsoid clearance method

Since TDOA method is satisfactory for MSS-A, the “Visibility” propagation model is configured for
“Sensor” visibility prediction only.

COVERAGE CALCULATIONS
Step 1: Model the rest of the MSS-A sensor network
Figure 20: Sample MSS-A sensor network setup ready for simulation

Step 2: This change is temporary. Set the RX threshold to 1dBuV/m.

Although we have previously defined -75dBm as RX threshold for all sensors; we may define a global
value at any time to overwrite. Since we have defined a very specific propagation model earlier
which predicts 60% FZ only. The propagation model engine will predict two situations:

1- 60% FZ met: power received >= 1dBuV/m

2- 60% FZ not met: Power received = 0dBuV/m

Hence, we may set the RX threshold to 1dBuV/m to represent those locations fulfilling the criteria.

Figure 21
Figure 22: Threshold criteria for MSS-A 60% ellipsoid clearance

Now to calculate the coverage:

Figure 23: Coverage calculations

Figure 24: Coverage calculations setup

Set the target transponder height to “5m” (Airplane) and set the max distance to that of the
Airport. From the “Options” button you may restrict calculations to Airport runway only depending
on your digital clutter representation.

Upon completion of coverage calculations above; you expect to get the following heat-map:

Figure 25: Sensor coverage prior to analysis

The coverage calculations above is meaningless for now as it doesn’t show the MSS-A network
performance.

SENSOR VISIBILITY OVERLAP

MSS-A network such as Interrogator(s) and sensors devices are static. However, the transponder
installed on the asset is mobile. Hence, every pixel within the Airport is a potential transmitter that
need to be able to transmit the signal to a minimum of 4 sensors. ATDI tool can assess the
performance of every location by checking the profile of every pixel back to every sensor.

An easy way to evaluate the requirement is to predict coverage overlap. Hence, locations with
better than 3 overlaps can be classified as good locations.

The coverage was previously calculated; hence this section will only analyse the outcome.

Figure 26: Simultaneous coverage 16 bits analysis

Figure 27: Simultaneous coverage 16 bits analysis display (The higher the colour the higher the overlap)

CUSTOM COLOR CONFIGURATION

Very often customers need to simplify the colour scheme. For example to display 3 colour levels
only;

< 4 Sensors
= 4 Sensors
> 4 Sensors
Table 1: MSS-A Sensor network performance analysis cut-off levels for simultaneous coverage analysis

Figure 28: Accessing user colour palette

Figure 29: MSS-A user colour palette configuration

Figure 30: MSS-A Sensor network design validation

Figure 31: MSS-A Sensor network design validation – areas not fulfilling the requirement due to obstructions

PERCENTAGE CALCULATIONS

It is possible to check the area or percentage distribution for the different intervals configured in
the user-palette.

Figure 32: Legend colour report function

Figure 33: Legend colour report analysis

It’s clear that 5Km2 of the airport is reached by at least one sensor. 96.18% of the locations out of
5Km2 can be received by, at least, 4 sensors while meeting LOS conditions.

LOCATION ANALYSIS

Navigate to “Tools>>Connections..”
Figure 34: Real time control connection configuration for MSS-A

This function helps the user inspect manually an Airplane location and display visually the sensors
that can possibly receive the signal.

Figure 35
MSS-A ACCURACE PREDICTION
Let’s assume MSS-A design has the following accuracy requirement:

 7.5m with confidence level 95% for major areas

 12m with confidence level 99% for minor areas

Since, the tool predicts the RMS level only - hence, one should calculate the RMS error level using
the error bound and its perspective confidence level.

 RMS Error allowance for 7.5m 95% = 7.5m/1.96 = 3.82m

 RMS Error allowance for 12m 99% = 12m/2.575 = 4.66m

The RMS error levels above can be used in user palette

Where:

 RMS Error: Root median square error (in meters for this case)
 1.96 is the Gaussian-distribution statistical factor for 95% confidence interval
 2.33 is the Gaussian -distribution statistical factor for 99% confidence interval

The table below summarizes the statistical factors for difference confidence level requirement.

Level of confidence /2


90% 5% 1.645
95% 2.5% 1.96
98% 1% 2.33
99% 0.5% 2.575
Table 2: Normal distribution
HORIZONTAL ACCURACY USING TDOA METHOD

Step 1: Activate the rectangle tool

Figure 36: Rectangle tool

Step 2: left click at ULC and LRC of the area that need to be evaluated. Select “Multilateration”
and then “TODA H”.

Figure 37: Multi-lateration TDOA Horizontal function

Step 3: Configure the MLAT calculations menu and hit “OK”:

 Figure 38: MLAT TDOA H configuration

 Mobile altitude: Aircraft altitude (Aircraft transponder’s antenna) typically 5m AGL

 Mobile rad. Power (W): EIRP of Aircraft fitted transponder
 Mobile frequency MHz: Frequency transmitted from the transponder typically 1090MHz
 Mobile Jitter (ns): in nano-seconds the variable delay of the transponder typically 250ns
 Mobile sensitivity (dBuV/m): Transponder’s sensitivity. Set to 1dBuV/m following the
special-case propagation model configuration for MSS.
 Sensor meas. Error (ns): average sensor error (nano-seconds) typically 10-15ns. That is a
key parameter and its vendor specific
 Min number of sensor: The minimum number of sensors that can be reached from a given
location in order to estab. 4 is a typical planning requirement but can be higher depending
on design specifications
 Min number of interrogator: The minimum number of interrogators intercepted at a given
location to proceed with MLAT calculations. Typically 2 for redundancy but that would
require two objects on the map with signal type set to “Interrogator”
 Sensor threshold: that’s the sensitivity of the MSS sensor (RX) and transponder RX. It can be
set to auto if defined in advanced tab. However, due to particularity of the propagation
model selected for MSS-A – we set the value to 1dBuV/m
 Grid step (pixel): if set to “1” the tool will run TDOA-H calculations for every pixel. 2
means 1 pixel is nominated out of 4. Will make the result more coarse but faster
 Perform coverages: If checked, the tool will re-calculate the network coverage before
running MLAT calculations. Not required if coverage already calculated.
  Max distance: the maximum search radial distance from a given location for the tool to
identify potential receiving sensors and transmitting interrogators.

Step 5: Calculation results

Figure 39: TDOA-H MLAT Accuracy calculations prior to filtering and colour legend

The calculation results above may not make sense. Some of the results need to be filtered also a
user-palette need to be defined to make sense of the output.

Step 6: Filter out calculation outside the airport runway/taxi areas

- “Map>>Filter>>General filter
 Figure 40: Filtering simulation output in relation to the clutter distribution

- Check the relative clutter type only

Figure 41: TDOA-H MLAT Accuracy calculations after filtering but prior to applying colour legend

Step 7: Save the TDOA-H calculations

- “File>>save>>save coverage file (.FD2)”

- Select a destination, specify a name and save

- A small menu pops-up, select “Continue”

CUSTOM COLOR CONFIGURATION

Previously, RMS error level was derived as such:

 RMS Error allowance for 7.5m 95% = 7.5m/1.96 = 3.82m

 RMS Error allowance for 12m 99% = 12m/2.575 = 4.66m

These levels can be defined as a legend for the MLAT accuracy assessment.

RMS Error (m) Colour

0 to 4
4 to 5
5 to 10
 10 to 20
> 20
Table 3: MSS-A TDOA-H RMS Accuracy colour legend

Navigate to “Tools>>user palette”

Figure 42: MSS-A TDOA-H RMS Accuracy user colour palette

Figure 43: TDOA-H MLAT Accuracy calculations after filtering and applying colour legend

MSS-W
Wide-area MLAT Surveillance system (MSS-W) has slightly different requirement in comparison to
MSS-A network design.

- The MLAT sensors must meet certain geometrical requirement. For example as apart from
each other’s as possible in all 4 directions
- Relatively less sensors are required in comparison with MSS-A. Typically 4 to 6 including
Interrogator. But it also depends on the terrain nature surrounding the airport
- Utilize aeronautical propagation model such as ITU-R P.528 with the incorporation of ITU-R
526 method for shadowing effect
- Utilize both TDOA and TSOA methods for the calculations to increase accuracy
- Interrogator power received, sensitivities become critical unlike MSS-A we relied on 60%
free ellipsoid method and we set the threshold to 1dBuV/m
- As case of MSS-A; it is recommended to have a minimum of 2 Interrogators for
backup/redundancy and availability
- Medium to low resolution digital maps are optimum for such simulations and there is no
need to model the airport 3D features. 50m is just fine.

For MSS-W modelling and predictions customer is required to load the relative project as
demonstrated in the “Project setup” section earlier.

PROPAGATION MODEL SETUP

Aeronautical propagation model such as ITU-R P.528 is recommended for MSS-W predictions. It is
also recommended to incorporate diffraction effect as that of ITR-R P.526 Annex 1, section 4.4.2 to
assist in predicting shadowing effect due to surrounding terrain.

Step 1: Navigate to “tools>>Propagation model>>Model”

Step 2: Select the “…” button highlighted below

Figure 44: Propagation model selection for MSS-W

Step 3: Find and select the file “prop528.dll” then click “Open
Figure 45: ITU-R P.528 model selection for Aeronautical

Step 4: Another menu pops-up in few seconds; configure and click “OK”

Figure 46: ITU-R P.528-3 configuration

- Availability: You may refer to ITU-R528-3 for further details. 95% means the predicted value
is very likely to be exceeded 95% of the time. Suitable for reliable reception. 1% is used
more for interference prediction
- ITU-R P.526-10: If checked the tool will also add the effect of diffraction due to irregular
terrain. Recommended for mountainous areas
 - Receiver antenna height reference: Applied to receiver only such as Airplane’s transponder
and not MSS sensors. When set to “sea level” the fly altitude of an Airplane is calculated
from the sea level

Step 5: You model should be configured successfully by now. You may choose to save your “.PRM”
file or “Close” to go back to main screen

MSS-W NETWORK PREPARATION

Step 1: Load current MSS-A network file

Figure 47: Loading network file (EWF)

Figure 48: Selecting EWF file for load

Figure 49: MSS-W map view with concentric circles every 5NM up to 25NM

Getting the display as per Figure 49 would require some configurations such as:

1- Object properties (custom colour and enabling of extended radius)

2- Configuring extended radius for all sites set to 0 except main Interrogator or a dummy one
installed at the main tower
 3- Setting the distance unit to NM

Contractor might have nominated certain sensors for MSS-W base on their geometry or antenna
clearance. In ATDI tool this can be achieved by de-activating un-necessary sensors.

MLAT ACCURACY PREDICTIONS: TDOA+TSOA METHOD FOR TMA

Figure 50: Running multilateration calculations
 3 is enough for
TSOA

Figure 51: MLAT Calculation configuration (MSS-W)

 Mobile altitude: Aircraft altitude (Aircraft altitude while in TMA) depends on requirement
 Mobile rad. Power (W): EIRP of Aircraft fitted transponder typically 250W
 Mobile frequency MHz: Frequency transmitted from the transponder typically 1090MHz
 Mobile Jitter (ns): in nano-seconds the variable delay of the transponder typically 250ns
 Mobile sensitivity (dBuV/m): Transponder’s sensitivity fitted at the Aircraft. Assumed -
75dBm. The “Converter” can help in calculating the value in dBuV/m units
 Sensor meas. Error (ns): average sensor error (nano-seconds) typically 10-15ns. That is a
key parameter and its vendor specific
 Min number of sensor: The minimum number of sensors that can be reached from a given
location in order to estab. Depending on the mode 3-4 can be enough for TDOA+TSOA
 Min number of interrogator: The minimum number of interrogators intercepted at a given
fly location to proceed with MLAT calculations. Typically 2 for redundancy but that would
require two objects on the map with signal type set to “Interrogator”
 Sensor threshold: that’s the sensitivity of the MSS sensor (RX) and transponder RX. Set to
“auto” following Interrogator’s and Sensor’s parameters in the “advanced tab
 Grid step (pixel): if set to “1” the tool will run TDOA-H calculations for every pixel. 2
means 1 pixel is nominated out of 4. Will make the result more coarse but faster. Was set 8
in this example due to poor dependence on terrain irregularities
 Perform coverages: Has to be checked here so the tool can calculate the reverse coverage
from the mobile transponder to all activated sensors
  Max distance: It is important to set the max distance to that relative to your simulation
range (example 25NM would be around 45KM)

Figure 52: MSS-W TMA Horizontal RMS Accuracy using TDOA+TSOA method

TMA ANALYSIS AND OPTIMIZATION

One thing can be easily deduced from TMA simulation in Figure 52 is the poor performance South-
East of the Airport. This can be easily accounted to the mountains at that side topping 900m AMSL.
 Major RMS accuracy degradation

Figure 53: MSS-W TMA Horizontal RMS Accuracy using TDOA+TSOA method with highlight on poor performing area

SWITCHING TO DEM+IMAGE DISPLAY

Figure 54: Switch to Terrain + Image view (click short key F4 to change the colour legend)
 Terrain

Figure 55: Terrain + Image view for TMA area

RUNNING PROFILE TO E XAMINE THE IMPACT:

Step 1: Navigate to “Direct>>Path calculation”

Step 2: Left click on one of the transponders in the Airport and then select the transponder name.
Do not select “continue”

Step 3: Left click on a certain location where you would like to examine.
Figure 56: Path profile function from airport to specific location and flying altitude

Figure 57: Path profile analysis – terrain impact on signal level (green=signal received, red= Free space only)

OPTIMIZATION
Obviously the simulation in Figure 53 require some attention. Accuracy at TMA South-east of the
airport is not met. A potential solution is to establish new sites for MLAT sensor to extend the MSS-
W coverage.

ATDI has to techniques to find optimum site location:

1- Find highest height

2- Site search

In this example we shall show you the first approach.

Step 1: Right click anywhere in proximity of high terrain and select “Highest point” from the popup
menu

Figure 58: Finding highest point

Step 2: Specify the search radius from the “right-click” location selected in step (1)

Figure 59: Highest point found

Step 3: Click “OK” followed by right click (please try not to move the mouse cursor as the tool will
automatically point the cursor to the pixel with highest altitude within “2000m” as per example
above

Step 4: After step (3); follow the prompt below “+Add station>>Tx/Rx”

Figure 60: Adding new sensor at highest point

Step 5: Specify the sensor parameters as per Figure 17 and Figure 18

Step 6: Repeat the process in other location while maintaining proper geometrical separation and
good visibility to the impacted TMA area
Figure 61: MSS-W network amid adding two new sensors

Step 6: Re-run the TDOA+TSOA MLAT accuracy predictions – see Figure 50 and Figure 51
REFRENCES
http://www.icao.int/APAC/Documents/edocs/cns/mlat_concept.pdf

http://www.icao.int/APAC/Documents/edocs/cns/gmst_technology.pdf
APPENDIX
SAMPLE MLAT TRANSPONDER/SENSOR PARAMETERS
SAMPLE SENSOR INSTALLATION