Minimum Aviation System Performance Standards for Aircraft ...

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4 TIS-B, ADS-R Messages Figure 1-1: Overview of ASA Architecture Note that there is a clear distinction in the diagram between messages and reports. An ADS-B message is a block of formatted data that conveys the information elements used in the development of ADS-B reports. Message content and formats are unique for each of the ADS-B data links. The MASPS does not address these message definitions and structures. An ADS-B Report contains the information elements assembled by an ADS B receiver using message content received from ADS-B, ADS-R, and TIS-B messages from transmitting airborne and ground participants. These reports are available for use by applications external to the ADS B system. Aircraft ASA systems which include both link message transmit and receive capability are defined to be Class A systems. Systems which include only the link transmit capability are defined to be Class B systems. Subcategories within the classes define capability thresholds based on parameters such as transmit power and receiver sensitivity to align equipment capabilities with intended applications. Ground systems are defined to be Class C systems. 1.2.3.1 ASA Transmit Participant Subsystem © 20xx, RTCA, Inc. The subsystem for the ASA transmit participant accepts navigation and other data inputs from the aircraft, processes it to create the link unique ADS-B messages, and then broadcasts those ADS-B messages. The navigation data contains position and velocity information, as well as the accuracy and integrity parameters characterizing that data, either directly from a Global Navigation Satellite System (GNSS) receiver or a GNSS based navigation system. There are increasingly restrictive thresholds for the accuracy and integrity metrics of the navigation data as the system applications progress in criticality from situational awareness to separation assurance. Other data sources include the barometric altitude and altitude rate and pilot inputs such as the flight identification. A critical performance requirement in the transmit subsystem
is minimizing the latency between the time the GNSS sensor makes the position measurement and broadcasting it in the ADS-B messages. 1.2.3.2 ASA Receive Participant Subsystem The subsystem for the ASA receive participant accepts ADS-B message from aircraft and other vehicles, ADS-R and TIS-B messages from the ground system, and navigation and other data inputs from the aircraft. 1.2.3.2.1 ADS-B, TIS-B, ADS-R Receive Subsystem The received ADS-B, ADS-R, and TIS-B messages are processed by the ADS-B, ADS- R, TIS-B receive subsystem in the ASA aircraft. The receive subsystem processes these messages and provides reports to the ASSAP subsystem. The reports are then processed by the ASSAP subsystem. 1.2.3.2.2 ASSAP Subsystem 1.2.3.2.3 CDTI Processing is performed by ASSAP, which takes the incoming surveillance information and processes it according to the appropriate ASA application(s) as selected by the flight crew. For example, the ASSAP may predict a violation of the applicable separation minima, and determine appropriate resolution guidance. ASSAP is the processing subsystem that accepts surveillance reports, performs any necessary correlation and/or tracking, and performs application-specific separation assurance processing. Surveillance reports, tracks, and any application-specific alerts or guidance are output by ASSAP to the CDTI function. In addition to these interfaces and depending on the actual ASA application, ASSAP may interface to the Flight Management System (FMS) and / or the Flight Control (FC) systems for flight path changes, speed commands, etc. Display is accomplished through a Cockpit Display of Traffic Information (CDTI). The CDTI provides the flight crew interface to the ASA system. It displays traffic information as processed by the ASSAP. It provides other necessary information, such as alerts and warnings, and guidance information. The CDTI also provides flight crew inputs to the system, such as display preferences, application selection, and designation of specific targets and parameters for certain applications. The CDTI subsystem includes the actual visual display media, any aural alerting and the necessary controls to interface with the flight crew. Thus, the CDTI consists of a display and a control panel. The control panel may be a dedicated CDTI control panel or it may be incorporated into another control, e.g., a multi-function control display unit (MCDU). Similarly, the CDTI display may also be a stand-alone display (dedicated display) or the CDTI information may be presented on an existing display (e.g., multi-function display). The TCAS traffic display may be a separate display or TCAS traffic may be integrated with ASA surveillance data and presented in a combined format. If TCAS traffic is integrated with other surveillance data, only one symbol should be displayed to the flight crew for any one aircraft. Note: It is highly desirable that the TCAS traffic display be integrated with the CDTI. © 20xx, RTCA, Inc. 5
Page 1 and 2: 1150 18 th Street, NW, Suite 910 Wa
Page 3 and 4: FOREWORD This document was prepared
Page 5 and 6: TABLE OF CONTENTS 1 PURPOSE AND SCO
Page 7 and 8: 3.2.25 Status of MCP/FCU Mode Bits
Page 9 and 10: APPENDICES Appendix A Acronyms and
Page 11 and 12: Table 3.4.3.1b: Interoperability Ra
Page 13 and 14: 1 PURPOSE AND SCOPE 1.1 Introductio
Page 15: � Enabling aircraft in oceanic ai
Page 19 and 20: uses of TCAS and ASA, and in partic
Page 21 and 22: provision is still the controller's
Page 23 and 24: The ADS-B system scope is the middl
Page 25 and 26: 2 Operational Requirements 2.1 Gene
Page 27 and 28: The following subsections describe
Page 29 and 30: Airborne Situational Awareness (AIR
Page 31 and 32: Notes for Table 2-7: 1. The airborn
Page 33 and 34: Notes for Table 2-8: 1. System must
Page 35 and 36: this new distance-based longitudina
Page 37 and 38: � Mechanisms for aircraft-aircraf
Page 39 and 40: the lead and other proximate aircra
Page 41 and 42: environment there is a need to supp
Page 43 and 44: Operational Scenarios Blind Taxi: T
Page 45 and 46: Table 2-9(b): Additional Expected C
Page 47 and 48: Scenario � NRA - 5 NM EnRoute Tab
Page 49 and 50: Aircraft type classification, statu
Page 51 and 52: 3 ADS-B and Airborne Systems Defini
Page 53 and 54: Participant - N Participant - 2 Par
Page 55 and 56: ADS-B Message Generation Function A
Page 57 and 58: certification process. The distribu
Page 59 and 60: own-aircraft’s air crew). This eq
Page 61 and 62: Class C2: Ground ATS Receive-Only A
Page 63 and 64: 3.1.3 CDTI Subsystem Description Th
Page 65 and 66: . Approach Control Service 2. Fligh
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3.1.4.2.1 ADS-R Service Figure 3-8:
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USER AIR INTERFACE ADS-B MESSAGES R
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3.1.4.2.1.4 ADS-R in Enroute and Te
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TIS‐B Non‐Equipped UAT FIS‐B
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available for a Mode S track (typic
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Three squitters (even position, odd
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TIS-B Message Encoding Used Based o
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The TIS-B/ADS-R Service Status mess
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3.1.4.3.1.2.2 TIS-B Position Update
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UAT transmissions shall be randomiz
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The nominal message transmission ra
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UAT transmissions shall be randomiz
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aircraft/vehicle addresses shall {2
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3.2.2.4 Mode 3/A Code Since the Mod
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Table 3.2.4.1a: Dimensions of Defin
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3.2.4.2 Altitude means to indicate
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3.2.7 Heading 4. Pure barometric ra
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3.2.8.6 UAT Receive Capability The
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SDA Value (decimal) (binary) 0 00 T
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Table 3.2.9.6B: Longitudinal Axis G
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It is recommended that the coded re
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Table 3.2.12a: Navigation Accuracy
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3.2.16 Geometric Vertical Accuracy
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101 of the airplane during certain
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3.2.24 Selected Heading Field a. Th
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105 a. The ADS-B Transmitting Subsy
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Figure 3-15: End to End ASA System
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3.3.1.2.2 Interface A2 3.3.1.2.3 In
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111 The CDTI function may translate
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113 The update interval of ADS-R or
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data extrapolated to a common time
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Source Info Category Information El
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If the ASSAP determines that multip
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121 The operating range of display
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3.4.2.9 Multi-Function Display (MFD
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3.4.3 Subsystem Requirements for AD
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Table 3.4.3.1b: Interoperability Ra
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Equipage Class � B0 Aircraft R�
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Table 3.4.3.3.1.1a shows accuracy v
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2. The analysis in RTCA DO-242A, Ap
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2. The 90 NM range requirement appl
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Table 3.4.3.3.1.3a: Summary of TS R
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Instaneous air count 800 700 600 50
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Growth Factor GNY( ma �� ) ( 1
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Where the ADS-B System is used as a
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eliability required for the intende
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its component information is receiv
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c. Lighter Than Air d. Unmanned Aer
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. ADS-B participants that are known
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3.5.1.3.6 Geometric Altitude Field
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3. For operations at some airports,
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MS Elem. # Table 3.5.1.4: Mode Stat
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3.5.1.4.5 Emitter Category Field An
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3.5.1.4.11 Navigation Accuracy Cate
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3.5.1.6 Air Referenced Velocity (AR
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3.5.1.6.7 Heading Valid Field The
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3.5.1.7.9 MCP/FCU Mode Indicator: V
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alternate position sources may not
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3.6.4 TCAS The heading data will in
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3.6.5.3 Reference Datum The airport
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application-unique processing and d
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Figure 4-2: Example for SURF IA Ind
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Appendix A Page A-2 ©20xx, RTCA, I
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Appendix A Page A-8 A.2 Definitions
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Appendix A Page A-10 Air/Ground Sta
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Appendix A Page A-12 Collision Avoi
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Appendix A Page A-14 Extended Displ
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Appendix A Page A-16 Latency Compen
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Appendix A Page A-18 Regime - Divis
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Appendix A Page A-20 Target State R
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Appendix A Page A-22 DO-3xx Reqmts
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Appendix A Page A-24 DO-3xx Reqmts
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Appendix B Page B-2 [15] RTCA, Traf
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Appendix B Page B-4 [44] RTCA, Safe
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C Derivation of Link Quality Requir
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C.3.4 Altitude Accuracy The fundame
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The Page Intentionally Left Blank.
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Appendix F Page F-2 F.1.2 ADS-B Tra
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Appendix F Page F-4 F.2.2 Design Al
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Appendix F Page F-6 F.3.2 Performan
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Appendix F Page F-8 © 20xx RTCA, I
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Appendix F Page F-10 © 20xx RTCA,
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Appendix F Page F-12 1 0.9 0.8 0.7
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Appendix F Page F-14 © 20xx RTCA,
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Appendix G Page G-2 North Position
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Appendix G Page G-4 ARV information
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Appendix G Page G-6 � 20xx, RTCA,
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