Technical Provisions for Mode S Services and Extended Squitter

More documents

Recommendations

Info

DRAFT - Working Paper ASP TSGWP11-01 for review by the TSG during the meeting in June 2011 in Paris CD-8 Technical Provisions for Mode S Services and Extended Squitter providing the aircraft identification fails, the aircraft identification information will no longer be available in the surveillance data flow. In this case, the following means could enable the ground system to continue correlating the surveillance and flight plan information of a given target. If the aircraft identification is used to correlate surveillance and flight plan data, extra information such as the Mode A code, if any, and the ICAO 24-bit aircraft address of the target could be provided to the flight data processing system. This would enable the update of the flight plan of the target with this extra information. In case the aircraft identification becomes unavailable, it would still be possible to correlate both data flows using (for example) the ICAO 24-bit aircraft address information to perform the correlation. It is therefore recommended that ground systems update the flight plan of a target with extra identification information that is available in the surveillance data flow, e.g. the ICAO 24-bit aircraft address, the Mode A code (if any) or the tail number (if available from transponder register 2116). This extra identification information might then be used in lieu of the aircraft identification information contained in transponder register 2016 in case the data source providing this information fails. D.2.4.3.3 IMPLEMENTATION CONSIDERATIONS FOR IDENTIFICATION REGISTER 0816 If Extended Squitter is implemented, then §A.2.1 Note 3 and §A.2.4.2 Note 2 provide an introduction to Register 0816 implementation. Implementation of Register 0816 should also consider the following: a. If valid Flight Identification data is available, then the data should be used to populate the character subfields in Register 0816. b. After using Flight Identification data to populate the character subfields in Register 0816 in a given power-on cycle, if Flight Identification data becomes invalid or not available, then the last known valid Flight Identification data should be retained and used to continue population of the character subfields in Register 0816 for the duration of the poweron cycle. c. If valid Flight Identification data is not available, but valid Aircraft Registration data is available in a given power-on cycle, then the valid Aircraft Registration data should be used to populate the character subfields in Register 0816 for the duration of the power-on cycle. d. If Register 0816 has been populated using Aircraft Registration data in a given power-on cycle, and valid Flight Identification data becomes available, then the Flight Identification data should be used to populate the character subfields in Register 0816 for the remainder of the power-on cycle. e. Once valid Flight Identification data has been used to populate Register 0816 in a given power-on cycle, Aircraft Registration data should not be used to populate the character subfields of Register 0816, even if Flight Identification data becomes invalid or not available during the power-on cycle. Draft CD.2.4.4 TRANSPONDER REGISTER NUMBER 4016 Paragraph §CD.2.4.4.1 gives a general example of what are the different selected altitudes and the relationship with the target altitude and introduces the meaning of the different parameters and notions used in this section. Paragraphs §CD.2.4.4.2, §CD.2.4.4.3 and §CD.2.4.4.4 provide more detailed information for some specific platforms. CD.2.4.4.1 GENERAL EXAMPLE FOR THE LOADING OF DATA IN REGISTER 4016 Figure CD-2 provides a general example for the loading of data in Register 4016. The goal of Figure CD-2 is to clarify the differences between the FMS selected altitude and the FCU/MCP selected altitude, and also to clarify how the target altitude of the aircraft and the MCP/FCU mode bits are determined depending on the phase of flight in the vertical profile. Notions and terms used: — Cleared flight level: Flight level cleared by the controller, i.e. the flight level aircraft should reach and maintain. DRAFT - Working Paper ASP TSGWP11-01 for review by the TSG during the meeting in June 2011 in Paris
DRAFT - Working Paper ASP TSGWP11-01 for review by the TSG during the meeting in June 2011 in Paris Appendix CD CD-9 — MCP/FCU selected altitude • The Autopilot Flight Director System (AFDS) is more commonly known as autopilot (A/P). Its task is to laterally and vertically control the aircraft when selected by the crew. In general in modern aircraft, the AFDS is a system consisting of several individual Flight Control Computers (FCCs) and a single Flight Control Panel (FCP) mounted directly between the pilots just under the windshield. Fundamentally, the autopilot attempts to acquire or maintain target parameters determined either by manual inputs made by the pilot or by computations from the Flight Management System. • MCP: Mode Control Panel is the usual name given on Boeing platforms to the FCP which provides control of the Autopilot, Flight Director, Altitude Alert and Autothrottle System. The MCP is used to select and activate Autopilot Flight Director System (AFDS) modes and establish altitudes, speeds and climb/descent profiles. • FCU: Flight Control Unit is similar to MCP but for Airbus platforms. • MCP/FCU selected altitude: The altitude set by pilots on the MCP/FCU controlling the auto-pilot system. In the great majority of cases pilots set the MCP/FCU altitude to the altitude cleared by Air Traffic Control (ATC) before engaging a vertical mode. The autopilot will try to reach this MCP/FCU selected altitude using different selectable vertical modes: constant vertical rate (e.g. V/S), Flight Level change at a given airspeed (e.g. FL CH), vertical path given by the FMS (VNAV), and maintain it using the altitude hold mode (ALT HOLD). Note.— If the aircraft is not equipped with an autopilot this information may be derived from equipment generating an alert when the FL is reached (e.g. altitude alerter system). — FMS selected altitude • The Flight Management System (FMS or FMC for Flight Management Computer) is a computer onboard aircraft that controls the navigation, performance, flight planning, and guidance aspects of flight. The FMS navigation component determines where the aircraft is. The FMS performance component calculates necessary performance data. The FMS flight planning component allows for the creation and modification of flight plans. The FMS guidance component issues commands necessary to guide the aircraft along the route programmed into the FMS. The current and programmed paths of the aircraft are monitored threedimensionally, by flying from waypoint to waypoint and by obeying crossing restrictions. Draft • The FMS guidance component will therefore compute selected altitude constraints to be reached at different points. This is known as FMS selected altitude. These selected altitudes are used to control the aircraft in specific modes of autopilot, for example, when Vertical Navigation mode (VNAV) is selected on MCP/FCU. VNAV mode is the highest level of vertical profile automation, and maximizes fuel economy. — Target altitude: this is the next altitude at which the aircraft will level-off if in a climb or descent, or the aircraft current intended altitude if it is intending to hold its altitude. • The target altitude may be: • The MCP/FCU selected altitude when the autopilot is directly controlled by command entered by the crew. • The FMS selected altitude when in VNAV or similar modes. • The current altitude. DRAFT - Working Paper ASP TSGWP11-01 for review by the TSG during the meeting in June 2011 in Paris
Page 1 and 2:
DRAFT - Working Paper ASP TSGWP11-0
Page 3 and 4:
Page 5 and 6:
Page 7 and 8:
Page 9 and 10:
Page 11 and 12:
Page 13 and 14:
Page 15 and 16:
Page 17 and 18:
Page 19 and 20:
Page 21 and 22:
Page 23 and 24:
Page 25 and 26:
Page 27 and 28:
Page 29 and 30:
Page 31 and 32:
Appendix A A-7 TYPE Code Format Hor
Page 33 and 34:
Page 35 and 36:
Page 37 and 38:
Appendix A A-13 The supersonic vers
Page 39 and 40:
Appendix A A-15 The transponder sha
Page 41 and 42:
Page 43 and 44:
Page 45 and 46:
Page 47 and 48:
Page 49 and 50:
Page 51 and 52:
Page 53 and 54:
Page 55 and 56:
Page 57 and 58:
Page 59 and 60:
Page 61 and 62:
Page 63 and 64:
Page 65 and 66:
Appendix A A-41 MB FIELD DRAFT - Wo
Page 67 and 68:
Appendix A A-43 MB FIELD 1 MSB TRAN
Page 69 and 70:
Page 71 and 72:
Appendix A A-47 MB FIELD 1 2 3 4 5
Page 73 and 74:
Page 75 and 76:
Page 77 and 78:
Page 79 and 80:
Appendix A A-55 MB FIELD 1 BDS A,8
Page 81 and 82:
Page 83 and 84:
Page 85 and 86:
Page 87 and 88:
Page 89 and 90:
Page 91 and 92:
Page 93 and 94:
Page 95 and 96:
Page 97 and 98:
Page 99 and 100:
Page 101 and 102:
Page 103 and 104:
Page 105 and 106:
Page 107 and 108:
Page 109 and 110:
Page 111 and 112:
Page 113 and 114:
Page 115 and 116:
Page 117 and 118:
Page 119 and 120:
Page 121 and 122:
Appendix A A-97 a) the PI sends a T
Page 123 and 124:
Appendix A A-99 This subfield shall
Page 125 and 126:
Appendix A A-101 These channels hav
Page 127 and 128:
Page 129 and 130:
Page 131 and 132:
Page 133 and 134:
Appendix A A-109 A.4. MODE S BROADC
Page 135 and 136:
Appendix A A-111 Note 1.— This st
Page 137 and 138:
Page 139 and 140:
Appendix B B-3 TYPE code Subtype co
Page 141 and 142:
Page 143 and 144:
Page 145 and 146:
Page 147 and 148:
Page 149 and 150:
Page 151 and 152:
Page 153 and 154:
Appendix B B-17 Coding (Binary) (De
Page 155 and 156:
Appendix B B-19 a) ACAS operational
Page 157 and 158:
Appendix B B-21 Subfield Coding: DR
Page 159 and 160:
Appendix B B-23 Coding (Binary) (De
Page 161 and 162:
Page 163 and 164:
Page 165 and 166:
Page 167 and 168:
Page 169 and 170:
Appendix B B-33 MB FIELD DRAFT - Wo
Page 171 and 172:
Page 173 and 174:
Page 175 and 176:
Page 177 and 178:
Appendix B B-41 CF value ICAO/Mode
Page 179 and 180:
Page 181 and 182:
Page 183 and 184:
Page 185 and 186:
Page 187 and 188:
Page 189 and 190:
Page 191 and 192:
Page 193 and 194:
Appendix C C-5 Table C-2. “TYPE
Page 195 and 196:
Page 197 and 198:
Page 199 and 200:
Appendix C C-11 C.2.3.2.2 Time Sync
Page 201 and 202:
Page 203 and 204:
Page 205 and 206:
Page 207 and 208:
Page 209 and 210:
Page 211 and 212:
Page 213 and 214:
Appendix C C-25 Notes.— DRAFT - W
Page 215 and 216:
Page 217 and 218:
Page 219 and 220:
Msg Bit # “ME” Bit # Appendix C
Page 221 and 222:
Appendix C C-33 Msg Bit # "ME” Bi
Page 223 and 224:
Page 225 and 226:
Page 227 and 228:
Page 229 and 230:
Page 231 and 232:
Appendix C C-43 Notes. — DRAFT -
Page 233 and 234:
Page 235 and 236:
Page 237 and 238:
Page 239 and 240:
Appendix C C-51 3. The decoded posi
Page 241 and 242: DRAFT - Working Paper ASP TSGWP11-0
Page 245 and 246: Appendix C C-57 B Reports to have k
Page 247 and 248: Appendix C C-59 Register 0516 DRAFT
Page 253 and 254: Appendix C C-65 Register 0A16 Figur
Page 259 and 260: Appendix C C-71 Table C-37. CF Fiel
Page 287 and 288: Appendix CD CD-3 ACTIONS EVENTS DRA
Page 291: Appendix CD CD-7 too many broadcast
Page 297 and 298: Appendix CD CD-13 CD.2.4.4.1.2 Poss
Page 299 and 300: Appendix CD CD-15 D.2.4.4.2.1.2 A32
Page 301 and 302: Appendix CD CD-17 AP/FD mode V/S-FP
Page 307 and 308: Appendix CD CD-23 CD.2.4.7.5 BINARY
Page 311 and 312: Appendix CD CD-27 Zone no. DRAFT -
Page 315 and 316: Appendix CD CD-31 CD.4 IMPLEMENTATI
Page 325 and 326: Appendix DE DE-7 c. for GNSS, the p
Page 327 and 328: Appendix DE DE-9 MB FIELD DRAFT - W
Page 329 and 330: Appendix DE DE-11 MB FIELD DRAFT -
show all

Technical Provisions for Mode S Services and Extended Squitter

Create successful ePaper yourself

Delete template?

Save as template?