Minimum Aviation System Performance Standards for Aircraft ...

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26 © 20xx, RTCA, Inc. may allow delegated-separation without provision of full intent information, but require at least a 90 mile range in the forward direction). Operational Scenarios For these scenarios, all aircraft within the 90 mile range are ADS-B equipped and have CDTI. The pilot can elect to display all aircraft or relevant aircraft. Once participating aircraft are cleared for delegated-separation, the ATS provider will monitor the encounter but is not required to intervene. Scenarios include in-trail climb and descent, spacing, passing, and separation assurance. 2.2.1.1.7 Aircraft Needs While Performing Delegated Separation Simultaneous Approaches [PCSPA, ICSPA] Operational improvements through the use of ADS-B for closely spaced runway operations are categorized as delegated separation applications. ADS-B supported applications will enable increased capacity at airports currently without PRM support. ADS-B permits faster detection times for the blunder, resulting in the ability to operate with lower separations between runways for simultaneous approaches. By providing information in the cockpit, the pilot can detect and react to a blunder without incurring delays associated with the controller-to-pilot communication link. Currently, allowances are made for such communication problems as blocked transmissions and non-receipt of controller maneuver instructions. These allowances are needed to achieve desired levels of safety but they result in greater separation between runways than would be required if pilots received the critical information more quickly. Note that the example ICSPA application described in Appendix J of RTCA DO-289 (Ref TBD) has ATC delegating responsibility for cross track separation to the airborne segment while retaining separation responsibility for along track and altitude separation. The high level requirements for this example ICSPA application are provided in Table 2-7. See Table 2-6 for the information exchange needs and Table 2-8 for operational performance requirements to support aircraft needs while performing simultaneous independent approaches. Environment The environment includes aircraft on final approach to parallel runways as well as aircraft in the runway threshold area. ADS-B will be used to assure safe separation of adjacent aircraft. 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. 2.2.1.1.8 Aircraft Needs While Operating on the Airport Surface [SURF, SURF IA] 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 (see §TBD). An additional operational need is for detection of unauthorized aircraft intrusion into the runway and taxiway protected area. Runway incursion detection 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: © 20xx, RTCA, Inc. 27
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Page 3 and 4: FOREWORD This document was prepared
Page 5 and 6: TABLE OF CONTENTS 1 PURPOSE AND SCO
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Page 9 and 10: LIST OF TABLES Table 2-5: High Leve
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Page 20 and 21: 8 © 20xx, RTCA, Inc. DO-3xx ADS-B
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Page 24 and 25: 12 2 Operational Requirements 2.1 G
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Page 64 and 65: 52 USER AIR INTERFACE © 20xx, RTCA
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80 3.2.16 Geometric Vertical Accura
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82 © 20xx, RTCA, Inc. Note: Users
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84 3.2.24 Selected Heading Field ©
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86 © 20xx, RTCA, Inc. a. The ADS-B
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88 3.4.1.1 Definitions © 20xx, RTC
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90 Source Info Category Information
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92 © 20xx, RTCA, Inc. 5. Required
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94 © 20xx, RTCA, Inc. ASSAP shall
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96 3.4.2.2 Latency 3.4.2.3 Integrit
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98 3.4.2.11 Suitability of Traffic
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100 3.4.3.1 ADS-B Surveillance Cove
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102 © 20xx, RTCA, Inc. required to
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104 Equipage Class ↓ B0 Aircraft
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© 20xx, RTCA, Inc. Table 3.4.3.3.1
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© 20xx, RTCA, Inc. Notes for Table
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Operational Domain → © 20xx, RTC
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© 20xx, RTCA, Inc. 2. Future versi
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© 20xx, RTCA, Inc. • Report time
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3.5.1.2 ADS-B Message Exchange Tech
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Notes: © 20xx, RTCA, Inc. 1. It is
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3.5.1.3.12 Heading While on the Sur
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3.5.1.4 Mode Status Report © 20xx,
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3.5.1.4.9 Capability Class (CC) Cod
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3.5.1.4.15 Geometric Vertical Accur
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3.5.1.6.2 ARV Report Update Require
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© 20xx, RTCA, Inc. The higher “s
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© 20xx, RTCA, Inc. Whereas ADS-B r
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4 ADS-B IN System Applications Requ
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© 20xx, RTCA, Inc. Broadcast (ADS-
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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 TCAS Potential
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Appendix B Bibliography
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B Bibliography Appendix B Page B-1
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Appendix B Page B-3 Name Reference
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