Minimum Aviation System Performance Standards for Aircraft ...

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30 Operational Scenarios The scenario used for evaluation of closely spaced parallel runway approaches was a 30 degree blunder. � Case 1: Runway centerline separation is 1000 feet. � Case 2: Runway centerline separation is 2500 feet. � Evader aircraft speed is 140 knots; intruder aircraft speed is 170 knots. � The intruder aircraft turns 30 degrees, at 3 degrees per second, with a resulting near mid-air collision. � A false alarm scenario consists of the two runway spacings with normal approaches and landings. � Plant noise (normal aircraft dynamics in flight) is added to the aircraft trajectories to simulate total system error in the approach. 2.2.1.1.9 Aircraft Needs for Airport Surface Situational Awareness and Surface Alerting [SURF, SURF IA] © 20xx, RTCA, Inc. On the airport surface, ADS-B may be used in conjunction with a CDTI to improve safety and efficiency. The pilot could use CDTI and a moving map display for basic surface situational awareness. Advanced surface applications could support traffic alerting, low visibility taxi guidance and surface spacing. ADS-B used in conjunction with a moving map display may be used to show cleared taxi travel paths. Other proximate vehicles within the surface movement area and aircraft may also be identified using ADS-B information. At night, or at times of poor visibility, the airport surface digital map may be used for separation and navigation purposes. To support spacing on the airport surface, the in-trail aircraft needs to monitor the position and speed of the lead aircraft and to detect changes of speed to ensure that safe separation is maintained. An additional operational need is for detection and alerting of unauthorized aircraft intrusion into the runway and taxiway protected area. Runway incursion detection and alerting while operating on the airport surface is different from airborne conflict detection. Because of the geometry and dynamics involved, extended projection of aircraft position based on current state vector is not feasible for runway incursion detection; however, projections on the order of 5 seconds may be feasible. See Table 2-6 for the information exchange needs and Table 2-8 for operational performance requirements to support aircraft needs while operating on the airport surface. Environment The environment includes aircraft and vehicles moving on the airport surface (i.e., runways and taxiways), as well as approaching and departing aircraft. ADS-B will be used to monitor this operational environment.
Operational Scenarios Blind Taxi: The aircraft are taxiing in conditions of impaired visibility (down to 100 meters RVR). One aircraft is following another, with both maintaining 30 knots. The desired spacing between the aircraft while moving is 150 meters (nose to tail). The lead aircraft decelerates at 1.0 m/sec 2 until it stops. The pilot in the following aircraft is alerted to the lead aircraft’s deceleration. Pilot reaction time is 0.75 seconds. The in-trail aircraft deceleration is 1.0 m/sec 2 to a stop. The required minimum separation is 50 meters under such conditions (nose to tail). Runway Incursion: An aircraft is on final approach while another aircraft is stopped at the hold short line, approximately 50 m from the runway edge. The stopped aircraft begins to accelerate at 1.0 m/ sec 2 and intrudes onto the runway. An alert should be generated approximately 5 seconds before the aircraft intrudes onto the runway. 2.2.1.1.10 Aircraft Needs for Self Separation – [Flow Corridors and Self Separation Applications] The long term roadmap for ADS-B In surveillance applications is the concept of self separation where the flight crew assumes the primary responsibility for separation assurance for a defined segment of the flight and ATC assumes a secondary monitoring function. As part of their responsibility, the flight crew is granted authority to modify their trajectory within defined degrees of freedom without renegotiating with ATC. The self-separation portion of the flight generally terminates with an agreed time of arrival at the point where separation responsibility is transferred back to the ATC. The application can be implemented in either a homogeneous environment, in which all aircraft are selfseparating, or in a mixed-operations environment, in which some aircraft are receiving a separation service from the ATC. In mixed operations, ATC is not responsible for separating any aircraft where any of the relevant aircraft includes a self-separating aircraft. Per Table 2-5, this concept could require increased performance requirements that would support this category of higher integrity airborne functions. It could also potentially require the broadcast of new classes of data such as intent data and/or wake vortex parameters that are not currently required for existing categories of ADS-B In applications. 2.2.1.2 ADS-B System-Level Performance – ATS Provider Needs for Separation and Conflict Management The following discussion focuses on ground ATS surveillance and automation systems that use ADS-B surveillance information pertaining to aircraft within the area of operational control (ADS-B Out). A summary of the current ATS surveillance system capabilities is provided in Table 2-9(a). While the individual parameter values in the table may not be directly applicable to the ADS-B system, the ADS-B System is expected to support equivalent or better overall system level performance for the cited applications. ADS-B Out requirements, developed for the regional mandates, are © 20xx, RTCA, Inc. 31
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 and 16: � Enabling aircraft in oceanic ai
Page 17 and 18: is minimizing the latency between t
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: environment there is a need to supp
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
Page 67 and 68: 3.1.4.2.1 ADS-R Service Figure 3-8:
Page 69 and 70: USER AIR INTERFACE ADS-B MESSAGES R
Page 71 and 72: 3.1.4.2.1.4 ADS-R in Enroute and Te
Page 73 and 74: TIS‐B Non‐Equipped UAT FIS‐B
Page 75 and 76: available for a Mode S track (typic
Page 77 and 78: Three squitters (even position, odd
Page 79 and 80: TIS-B Message Encoding Used Based o
Page 81 and 82: The TIS-B/ADS-R Service Status mess
Page 83 and 84: 3.1.4.3.1.2.2 TIS-B Position Update
Page 85 and 86: UAT transmissions shall be randomiz
Page 87 and 88: The nominal message transmission ra
Page 89 and 90: UAT transmissions shall be randomiz
Page 91 and 92: 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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