Minimum Aviation System Performance Standards for Aircraft ...

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58 ADS-R client identification is provided by the ADS-B Report Generation, Processing, and Distribution function shown in Figure 3-10 Control Segment block and sent to the ADS-R Message Scheduling function (User Status and Validation). The identification information contained in the “User Status and Validation” message includes: 1. A/V ICAO Address 2. Link Technology Indicator In addition the ADS-B Report Generation, Processing, and Distribution function provides the A/V’s: 1. Position data 2. Altitude 3. Validation Status A/V validation status is referring to the capability of the SBS Control Station Segment providing an independent validation of the position information received in the ADS-B Messages. In certain Service Volumes, the FAA will require that the ADS-B Service provide independent validation. The validation capability may assure to a specified probability that each ADS-B Message, and the position information contained within, is from a real aircraft/vehicle with a valid position source rather than from a source broadcasting erroneous information or a spoofer. The validation methods are: 1) Comparison of ADS-B position data to radar position data, 2) Comparing a one way “passive range” with range to target indicated by ADS-B position data (available for UAT equipped targets), and 3) Use of time difference of arrival techniques. 3.1.4.2.1.3 ADS-R Target Identification © 20xx, RTCA, Inc. The SBS – Ground System identifies all aircraft that need to receive ADS-R transmissions for each active ADS-B transmitter. It does this by maintaining a list of all active ADS-B users, and their associated input link technologies. ADS-R target identification is provided by the ADS-B Report Generation, Processing, and Distribution function shown in Figure 3-10 Control Segment block and sent to the ADS-R Message Scheduling function. The identification information is contained in the targets ADS-B- OUT messages; the ID information includes: 1. A/V ICAO Address 2. Link Technology Indicator For each transmitting ADS-B aircraft the SBS – Ground System determines all aircraft that do not have ADS-B-IN of the same link technology, that are within the vicinity, and need to receive ADS-R transmissions.
3.1.4.2.1.4 ADS-R in Enroute and Terminal Airspace Domains To determine if a client requires ADS-R service, the SBS – Ground System will examine all candidate proximity aircraft, i.e., aircraft within a 15 NM horizontal range and ±5000 feet altitude of a client aircraft as shown in Figure 3-11. Aircraft that do not have ADS- B-IN of the same link technology as the client, and they are within the cylinder shown in Figure 3-11, are candidate ADS-R targets whose ID, position data, etc are required to be transmitted to the client. In addition, ADS-B targets in a ground state are not provided to ADS-B-IN airborne clients, i.e., airborne clients within the Enroute or Terminal SVs. 3.1.4.2.1.5 ADS-R in Surface Domains Figure 3-11: ADS-R Client Proximity Determination In a surface domain SV, a client is provided all applicable ADS-R targets in SV domain. This includes all targets in the ground state within the movement area (runways and taxiways) as well as all airborne targets within 5 NM and 2000 feet AGL of the airport reference point (ARP). 3.1.4.2.1.6 Transmission of ADS-R Targets over the Air Interface Each ADS-R Target aircraft may have one or more client aircraft that need to receive ADS-R transmissions, possibly in different domains. The SBS – Ground System determines the ADS-R transmission rate required by the client in the most demanding domain. The SBS – Ground System also determines the radio or set of radios necessary to transmit ADS-R messages to all clients. If a radio selected for transmissions to a client is also receiving transmissions from the client the ADS-R Message Scheduling function shown in Figure 3-10 prepares an ADS-R transmission schedule and submits it to the radio. The ADS-R transmission schedule identifies the 24-Bit address of the target aircraft, and an update interval. When the radio receives transmissions from the target aircraft it will retransmit the report on the opposite © 20xx, RTCA, Inc. 59
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1150 18 th Street, NW, Suite 910 Wa
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FOREWORD This document was prepared
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TABLE OF CONTENTS 1 PURPOSE AND SCO
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3.2.25 Status of MCP/FCU Mode Bits
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APPENDICES Appendix A Acronyms and
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Table 3.4.3.1b: Interoperability Ra
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1 PURPOSE AND SCOPE 1.1 Introductio
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� Enabling aircraft in oceanic ai
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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 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
Page 67 and 68: 3.1.4.2.1 ADS-R Service Figure 3-8:
Page 69: USER AIR INTERFACE ADS-B MESSAGES R
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
Page 93 and 94: 3.2.2.4 Mode 3/A Code Since the Mod
Page 95 and 96: Table 3.2.4.1a: Dimensions of Defin
Page 97 and 98: 3.2.4.2 Altitude means to indicate
Page 99 and 100: 3.2.7 Heading 4. Pure barometric ra
Page 101 and 102: 3.2.8.6 UAT Receive Capability The
Page 103 and 104: SDA Value (decimal) (binary) 0 00 T
Page 105 and 106: Table 3.2.9.6B: Longitudinal Axis G
Page 107 and 108: It is recommended that the coded re
Page 109 and 110: Table 3.2.12a: Navigation Accuracy
Page 111 and 112: 3.2.16 Geometric Vertical Accuracy
Page 113 and 114: 101 of the airplane during certain
Page 115 and 116: 3.2.24 Selected Heading Field a. Th
Page 117 and 118: 105 a. The ADS-B Transmitting Subsy
Page 119 and 120: 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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