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TP-13-05-2010
COMMERCIAL IN CONFIDENCE 2007 SELEX Sistemi Integrati S.p.A. All rights reserved
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A Finmeccanica Company
TP-13-05-2010
COMMERCIAL IN CONFIDENCE 2007 SELEX Sistemi Integrati S.p.A. All rights reserved
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A Finmeccanica Company
LIST OF ABBREVIATIONS
ABBR. DESCRIPTION
TP-13-05-2010
COMMERCIAL IN CONFIDENCE 2007 SELEX Sistemi Integrati S.p.A. All rights reserved
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TABLE OF CONTENTS
TP-13-05-2010
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1.3 OVERVIEW
The current ATC architecture reported in the SAD document has to be revised in order to Upgrade the current Platform with the Mode-S functionalities. The purpose of this document is: description of the use of Mode S surveillance which may reduce the problem of codes saturation in some areas;
TP-13-05-2010
COMMERCIAL IN CONFIDENCE 2007 SELEX Sistemi Integrati S.p.A. All rights reserved
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A Finmeccanica Company
TP-13-05-2010
COMMERCIAL IN CONFIDENCE 2007 SELEX Sistemi Integrati S.p.A. All rights reserved
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A Finmeccanica Company
TP-13-05-2010
COMMERCIAL IN CONFIDENCE 2007 SELEX Sistemi Integrati S.p.A. All rights reserved
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This node has to provide on LAN the RADAR target reports including Mode-S information, using a new format. This format includes all the information contained in the format actually in use, plus the listed additional information Mode-S related. As soon as one of the existing radar is Mode S upgraded it will send Mode S elementary/enhanced tracks/plots to SELEX RADIN according to the Selex ICD document (sent in cat 034/048 Asterix), using either serial line or UDP/IP protocol. RADIN1 can manage Cat34/48 tracks/plots, in order to properly feed MRT with DAP parameters as additional information. The MRT will not process these data , but it will distribute such data to the other system clients (e.g.CWP,TCA,STCA,etc.).
If in the input flow only tracks are reported, the RADIN will be characterized by a translation of coordinates; in the other case (plots) the RADIN will contain a tracker for each radar sensor.
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The FDPS is able to identify if a SFPL is Mode S Equipped (i.e.: the aircraft is allowed to fly Airspace elementary mode S surveillance) or NOT Mode S Equipped. When a SFPL is created, the Mode S Equipped shall be checked by the analysis of the element (b) of item 10 (ICAO format message): if it contains the letter /I or /S, the SFPL is assumed to be Mode S Equipped with the aircraft identification reporting capability.
Also field 18 shall be checked for the indicator CODE followed by the 24 bit address (CODE / 24 bit address.)
This node, shall perform for all eligible2 GAT (OAT) Flights, Mode-S equipped the following:
assign the same Conspicuity code for all the GAT and 2. another different for all the OAT flights and 3. distribute this information to the system, so that, in case of FDP failure, the Conspicuity Codes value could be available. 4. The FDPS shall manage the transition from Mode S Airspace to Not Mode S Airspace Note: the SSR code management criteria in use has to be modified.
1.
5. If there is mode S data available, the data shall be always displayed on the CWP in appropriate windows and extended label, regardless of the identification rules (mode A/ mode S) or the aircraft position (only within Mode-S Area) AOI/AOR
MODE S ELEGIBILITY For Outbound flights, if the next ATSU (AoI) is declared in the FDPS as a Mode A area (configuration performed by the user by means of COP configuration), a discrete code shall be assigned by the system. In the SSR Configuration window it shall be possible to configure the eligibility for conspicuity code assignment based also on the exit FL min, exit FL max (ex. AoI Mode S above FL240, Mode A below FL 240), and next FIR,. For Inbound flights, no check shall be performed. The SSR code shall be retained. For Domestic flights (departing and landing in Bucharest FIR) the correlation shall be performed according to the Mode S/Mode A criteria (aircraft address and callsign for mode S) based on the system configuration- which shall be performed by the user
2
The eligibility criteria depend on: - the flight type: inbound, overfly, outbound; - the possibility or not to retain the previous Mode A code; - the coming/destination area type (Mode S equipped or not).
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For Overflights, the assigned SSR code shall be retained or not, depending on the next ATSU (AoI Mode S surveillance capability) (e.g. flight coming from Budapest FIR (AoI, Mode S) going to Greece FIR via Bucharest FIR(AoR, Mode S) and Sofia FIR(AoI, Mode A): a VSP time before the calculated time over the COP with Sofia, the system shall display a discrete code to the appropriate CWP, so that the a/c is transferred on a discrete code to Sofia.). If there is OLDI connection and if an estimate is sent manually earlier (i.e. COO order) than the system time parameter for assigning a mode A code, then the system shall assign a mode A code before the estimate is sent. If there is no OLDI connection with the next ATSU then the system shall assign a mode A code at a VSP time before the COP..
The system provides the eligibility and conspicuity code assignment according the following rules: 1. An Inbound or Overfly Flight is eligible for Conspicuity Code Assignment if it is Mode S equipped and the previous Mode A discrete code cannot be retained and the relevant radar track is enhanced by Mode S data. If all the above clauses are true, the conspicuity code shall be assigned as following SSR code according the GAT/OAT category. For all flights, GAT/OAT, GAT, OAT there shall be possible to define if the rule regarding mode S/mode A transition shall be applied or not, taking into account the flight category. The system shall perform retention checks and directional assignment. It shall be possible to define as many as necessary series of retainable codes. The GAT/OAT conspicuity codes shall be defined as System parameters. If no conspicuity value is declared, then the system shall assign only mode A codes.
2. An Outbound, Local or Domestic Flight is eligible for Conspicuity Code Assignment if:
it is Mode S equipped and the departing aerodrome is configured as located in an Area covered by Mode S radar If all the above clauses are true, the conspicuity code shall be assigned as following SSR (i.e.NSSR) code according the GAT/OAT category.
For the Outbound, Overfly Flight a VSP time before the coordination point the FDPS assign a new SSR Code Mode A in order to replace the conspicuity code previously assigned
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1.9.1 CODE SATURATION: An aircraft identification reporting equipped flight that would normally be assigned a discrete code (e.g. in order to satisfy transition to non-mode S airspace), but for which no discrete code is available due to code saturation is eligible for conspicuity code assignment. A flight shall be eligible for the assignment of a conspicuity code if it: 1. 2. 3. is a departure or transition to IFR or does not have a retainable discrete code, and according to the flight plan, is mode S aircraft identification reporting capable, and is eligible in respect of conditions for the entry to, transit of, and exit from mode S airspace if applicable, the estimated time from initial conspicuity code assignment to discrete code assignment is equal to or greater than a specified value.
A flight shall be eligible for the assignment of a conspicuity code if: 1. a code is unavailable due to code saturation, and 2. according to the flight plan, it is mode S aircraft identification reporting capable.
The coordination criteria and the coordination messages between ATC Units have to be modified to integrate Mode-S data in the System. For a flight leaving a Mode-S Airspace and entering a Mode-A Airspace, in fact, a VSP before the coordination point has to be assigned the SSR code in order to replace the Conspicuity Code previously assigned. The new code (SSR code) could be assigned by: the transferring unit; or by the accepting unit responding the co-ordination. (see CWP chapter)
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1.9.2 CODE ASSIGNMENT When the conditions for retention of an existing code or the assignment of a conspicuity code for a flight are not met, the flight is assigned a discrete code in accordance with current procedures. At the code assignment event, a discrete code shall be assigned if the flight plan indicates that it is not eligible for conspicuity code assignment. At the code assignment event, a conspicuity code shall be assigned to a flight eligible for mode S conspicuity code assignment.
MSAW: if Selected Altitude is higher than the Minimum Altitude Level and the Mode C track is not lower than the Selected Altitude;
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APW: if the Selected Altitude is not between the lower and the upper levels of the protected area and for climbing flights, the Mode-C is not higher than the Selected Altitude and the Selected altitude is lower than the lower level of the protected area; for descending flights, the Mode-C is not lower than the Selected Altitude and the selected altitude is upper than the upper level of the protected area.
STCA
To improve the vertical prediction when level off situations occur, the STCA function takes into account the Selected Altitude if down-linked from the aircraft or the LFL/CFL information if the selected altitude is not available. When this capability is selected (through a system parameter setting from CMS) no alarm is generated avoiding nuisance alarms: When a track is climbing and its mode-C is not higher than Selected Altitude, the STCA function does not generate alarm if the Selected Altitude guarantees vertical separation between tracks (see Figure 3-5). When a track is descending and its mode-C is not lower than Selected Altitude, the STCA function does not generate alarm if the Selected Altitude guarantees vertical separation between tracks. If both Selected Altitude and Last Flight Level (CFL) are available, STCA function takes into account the Selected Altitude.
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Linear Prediction Vertical Separation Threshold Selected Altitude (CFL) Prediciton clipped using Selected Altitude
MSAW
When a track is descending and mode-C is not lower than LFL/CFL (or Selected Altitude if down-linked from the aircraft) the MSAW function does not generate alarm if the LFL/CFL (Selected Altitude) guarantees vertical separation with minimum safe altitude level.
APW
When a track is climbing and mode-C is not higher than LFL/CFL (or Selected Altitude) the APW function does not generate alarm if the LFL/CFL (Selected Altitude) guarantees vertical separation with airspace volume lower level. When a track is descending and mode-C is not lower than LFL/CFL (or Selected Altitude), the APW function does not generate alarm if the LFL/CFL (Selected Altitude) guarantees vertical separation with airspace volume upper level.
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Correlation shall use the reported aircraft identification (ICAO Address) for flights with Mode-S aircraft identification reporting capability which are assigned a conspicuity code. Where the aircraft identification matches more than one flight plan, the correlation process shall apply a filtering process to identify the applicable flight plan for the flight . The SFPL track correlation performs a filtering process that checks the different keys according the following sequence; ICAO Address, Callsign and SSR Code Callsign SSR Code If the system does not find any matches track-SFPL a missed link warning is displayed on CWP Any inconsistency between the reported aircraft identification, the received code, and the related flight plan data shall be reported through the controller HMI.
0.1.2 In respect of a flight leaving the mode S area at the boundary with the airspace of another unit, one of the following takes place as bilaterally agreed:
a) Assignment by transferring unit.
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A discrete code is assigned by the transferring mode S unit prior to the co-ordination of the flight; b) The discrete code is included in the co-ordination data. Assignment by accepting unit in response to co-ordination. The conspicuity code is included with the co-ordination data sent by the transferring mode S unit; A discrete code is assigned by the accepting mode A unit it can be performed by means a COD message ; c) The code assigned is notified to the transferring mode S unit. Assignment by accepting unit prior to co-ordination. A discrete code is assigned by the accepting mode A unit prior to the coordination of the flight, at a time calculated from the data received in the notification (usually ABI) message, only in it is received an ABI with a SSR code request; The code assigned is notified to the transferring mode S unit; The discrete code is included with the co-ordination data sent by the transferring mode S unit. 0.1.3 In respect of a flight leaving the mode S area within an area of responsibility of a unit: A discrete code is assigned by the unit prior to the aircraft leaving mode S airspace; The code is included in co-ordination data sent to downstream units, as applicable. 0.1.4 Following the assignment procedure described above The discrete code is displayed to the controller who is to instruct the flight to change code3 or the new code is passed by air ground datalink. In order to facilitate the code verification task, any inconsistency in the code reported by the flight and the assigned code is identified through the HMI. An SSR not Conformance warning will be displayed.
Prior to entering a non-mode S area where mode A is used for surveillance, a discrete code shall be assigned to a flight which has been assigned a conspicuity code. Note: The above requirement embraces the bilateral agreement and implementation of one of the options described in paragraph 1.13, including the determination of the applicable time and distance parameters.
Where a flight is to enter a non-mode S area of a different ATSU, the assigned discrete code shall be included in co-ordination data. Confirmation that the aircraft is responding on the code assigned shall be indicated to the instructing
3
This is a change from current practice and may impact on the workload of the transferring controller.
TP-13-05-2010
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controller.
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If available, it is possible to use the received callsign to pre-fill the Callsign field of the Identify mask. In Fig. 4.4-1 a) and b) the criteria to assign the Conspicuity Codes/SSR codes are shown in case of transition, in the same ATC unit, from an Airspace Mode-S covered and an Airspace Not Mode-S covered.
a)
Area covered by Mode S radar Elegible for automatic Conspicuity Code Assignment
b)
Area covered by Mode A radar - Callsign (Mode S information) not available. - Duplicated Conspicuity Code . - Elegible for automatic SSR Code Mode A Assignment
Fig. 2: Transitions from Mode-S Airspace to Not Mode-S Airspace and viceversa
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a)
For flights coming from an Area covered by Mode A radar (ASSR Mode A code assigned) and entering in the Mode S Airspace, the CWP will assign the conspicuity code value as NSSR. In this case, if the flight squawks the NSSR (upon controller order) it shall be correlated by means of Callsign else the flight shall remain Mode A correlated. For flights coming from an Area covered by Mode S radar (ASSR Mode A = conspicuity code) and entering in the Mode A Airspace, the FDP will assign the mode A code (according to SSR code assignment rules e.g. ORCAM) as NSSR . In this case the flight squawks the NSSR (upon controller order) and shall be correlated with Mode A.
b)
An additional order to set the Mode S Equipment for the selected Flight Plan is provided by the Controller Working Position. A dedicated symbol position visualizes the plot position and the system track position of a target containing data coming from a Mode-S Radar source. Moreover the HMI new developments regards, in particular, the possibility to configure the visualization, on track label, or in dedicated Lists of data available from Mode S data link. The new available information are: Callsign; 24 Bits Aircraft Address Magnetic Heading Air Speed (Indicated Airspeed) Air Speed (Mach Number) Selected Altitude4 Vertical Rate Track Angle Rate Roll Angle Ground Speed True Track Angle Communication Capability An example of data presentation on track label depending on the relevant track state (Not Correlated, Controlled, Advanced Information etc.) is reported below. Moreover it is possible to display on the track label additional information related to the handling of mode S data. These information refer to: difference between the Selected altitude set by the pilot and the assigned Cleared Flight Level. This information can be visualized by means of a dedicated attribute for the relevant field presentation. Difference between The Received Callsign and the Callsign of the correlated Flight Plan. This information can be visualized by means of a dedicated attribute for the relevant field presentation (i.e. the received callsign in red colour). Mode-S data obsolescence; The available information can be visualized using a dedicated attribute in order to distinguish information recently received from the old ones. The information presentation is deleted after a VSP number of MRT updating. Duplicate Mode-S data (i.e. RCS, ICAO24bit); When the System detects from the information received
4
If an aircraft is flying under the Transition Level, the displayed Selected Altitude shall be corrected according to the local barometric pressure value.
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by means of Mode S link, that several targets have the same value for the above information by using an attribute or a dedicated over-symbol.
QNH correction indicator MODE C Altitude climbing or descending arrow callsign Selected Altitude
Received callsign
LEADER LINE
Cleared flight level Owner sector
Com. Capability
Ground speed
C
Msaw alarm Stca alarm Wake turblolence category
Mode S Oversymbol
emergency alarm
HISTORY DOTS
Selected Altitude
Received callsign
Mode S Oversymbol
emergency alarm
Vertical Rate
Magnetic Heading
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Moreover it is possible to define additional dedicated Track Lists where to display the Mode S Information. Examples of available Track Lists are: Flight Mode-S Information; Flight Mode S Directory The Flight Mode-S Information List contain all the Mode-S Information related for the selected Track
Fig. 5: Example of Mode-S Track information List The Flight Mode-S Directory contains all the Flights Mode-S equipped with the relevant information available from Mode-S link.
Fig. 6: Example of Mode-S Directory List The lists can be available in a full and minimized format..
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MSEL The capability shall be provided for tower (GMP) controllers to request the assignment of a discrete code to a flight. MSEL The capability shall be provided for approach control departure controllers to request the assignment of a discrete code to a flight. MSEL 1-1-M The capability shall be provided for area controllers to request the assignment of a discrete code to a flight. MSEL 1-2-M MSEL 1-3-M The capability shall be provided to correlate a flight manually. The capability shall be provided to de-correlate a flight manually.
MSEL 1-4-M For an entering flight for which correlation has been established by the code assigned by the preceding unit, an absence of expected mode S aircraft reporting capability or an inconsistency in the reported aircraft identification shall be identified and a warning given through the controller HMI.
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Target Report Descriptor Flight Level (25ft resolution) Aircraft Address (24 bit ICAO) Communications Capability and Flight Status Aircraft Identification (Callsign)
X X X X X
X X X X X
X X
X X X X X
X X
X X X X X
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Selex-SI operational centre can interface remote systems, such as radar site, with a legacy protocol or SNMP, both working on LAN network (TCP/IP-UDP). The SNMP agent on the managed device/subsystem/system provides access to data (managed objects) stored on the managed device or front-end node. The SNMP manager or management application uses this access to monitor and control the managed device. Communication is via SNMP Protocol Data Units (PDUs) that are typically encapsulated in UDP packets, and five kinds of operations are permitted between managers and agents (managed device).
The manager can perform a get (or read) to obtain information from the agent about an attribute of a managed object. The manager can perform a get-next to do the same for the next object in the tree of objects on the managed device. The manager can perform a get-bulk to obtain information about a group of data from the agent. The manager can perform a set (or write) to set the value of an attribute of a managed object. The agent can send a trap, or asynchronous notification, to the manager telling it about some event on the managed device.
In the Selex SI architecture, CMS acting as manager is capable to get status from a remote device/subsystem/system using SNMP protocol . Radar head output status messages have to be compliant with SNMP protocol. For this reason status messages coming from radar and from RMM will be collected and converted into SNMP messages by a dedicated CSCI. The Radar Site MIB will be automatically created by the dedicated software and it will be available for interrogations by the manager (The CMS at OPS site). The Status monitoring will be assured by polling services and asynchronous event (e.g. unexpected failure on a radar board) will be notified to the operational site CMS
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