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Getting to Grips with Surveillance

1. Gan PA Da O Par e O c Terrain Alerting and Display TAD Terrain Hazard Display THD based based on Terrain database on Terrain database Voice call outs Managed by FWS 500ft or 400ft call out Automatic Deactivation of FMS Source FAA audio Caution Terrain instead of Terrain Ahead Terrain Terrain Pull up instead of Terrain Ahead Pull Up Bank Angle alerting A300 310 aircraft only Geometric Altitude Radio Altitude Blending GPS Hybrid or Autonomous GPS altitude activation Architecture Hybrid or Autonomous GPS Architecture GPS Lateral Position Hybrid or Autonomous GPS Architecture Other functions Obstacle database Peaks mode Compatible with Honeywell Autotilt Not compatible with Honeywell weather radar Autotilt weather radar FLS support mode 5 Runway Awareness and Advisory System RAAS Y Getting to grips with Surveillance AIRBUS 4 Terrain surveillance Note Functions shaded in yellow are basically activated in forwardfit 4 1 4 INTRODUCTION OF GPS POSITION INTO TAWS ARCHITECTURE The improvement of TAWS functions relies on the use of the vertical and lateral GPS positions The use of vertical and lateral GPS positions gets rid of drifts from barometric altitude and FMS position Such drifts are known to cause Spurious alerts e g over flown aircraft map shift and unnecessary go arounds The use of vertical and lateral GPS positions introduce
2. 9 6 Y Getting to grips with Surveillance AIRBUS 2 Aircraft identification and position reporting e ADS BIN From the own aircraft perspective ADS B IN refers to the capability to acquire and to process surveillance data from other aircraft capable of ADS B OUT ADS B IN is part of a TCAS capable of ATSAW function Air Traffic Situational Awareness Refer to 3 6 Description of ATSAW Pe ia 6 8 8 EXTENDED SQUITTER A squitter is an unsolicited transmission Distance Measuring Equipment DME was the first equipment to use squitters The ground DME station broadcast squitters When the aircraft is in the range of the ground DME station the airborne DME unit receives the squitter Then the airborne DME unit interrogates the ground DME station to get the range information The use of squitters prevents unnecessary transmissions In ADS B operations a squitter designates the set of surveillance data broadcast by a Mode S transponder capable of ADS B OUT Squitters from Mode S transponders are of two types short 56 bits or extended 112 bits The short squitter contains the aircraft 24 bit address amongst other pieces of information communication protocol information on 32 bits The extended squitter contains in addition but not limited to Longitude latitude barometric altitude GPS height surveillance status etc Movement ground track etc Aircraft identification flight number aircraft category etc GP
3. Supplementary Techniques o Use of Radio Altimeter Rev 3 December 2005 o Preventing Altitude Deviations Level Busts Rev 2 May 2005 Take off and Departure Operations Revisiting the STOP OR GO Decision Rev 1 December 2005 Approach Techniques o Flying Stabilized Approaches Rev 2 October 2006 o Aircraft Energy Management during Approach Rev 2 October 2005 28 2 Getting to grips with Surveillance AIRBUS References REF 24 Service I nformation Letter SIL on Airbus World at https services airobus com ym01 SIL firstscreenlayout htm Map Shift Events and EGPWS False Warning Associated 22 043 Rev O January 2005 Terrain Awareness and Warning System TAWS on AIRBUS Aircraft 34 080 Rev 8 December 2008 REF 25 Operators Information Telex OIT on Airbus World at https w3 airbus com via Flight Operations community and Operational Standards FOT channel AIRBUS Policy Concerning The Use Of GPS Position For Terrain Awareness And Warning System TAWS Operations OIT 999 0015 04 VHR February 2004 AIRBUS Offer For Standard Service Bulletins Installing EGPWS PN965 1676 002 Enabling Direct Use Of GPS Data And Additional New functions OIT 999 0050 06 VHR April 2006 AIRBUS Offer For Standard Service Bulletins Awaiting Alternate Vertical Position And Alternate Lateral Position Based On GPS MMR For T2CAS OIT 999 0034 07 VHR March 2007 Automatic Dependent Surveillance Broadcast OUT A
4. 2000 corner A dialog box pops up to e 9 AUTO STARA confirm the reversion to default arrea ON eee e settings When the flight crew resets aa aa i the default settings the AESS keeps the current SQWK code PRED W5 AUTO ELEVN TILT SURV DEFAULT SETTINGS t AUTO GAIN WX ON VD AUTO TILT CANCEL CONFIRM TAWS TERR G S FLAP SYS __GPWS MODE MODE SURV Figure 7 48 DEFAULT SETTI NGS DEFAULT H H EEN confirmation Figure 7 47 MFD SURV CONTROLS page KA STATUS amp SWITCHING 7 1 9 4 2 STATUS amp SWITCHING on Through the MFD SURV STATUS amp lei SWITCHING page refer to Figure 7 49 a ous GPW 2 the flight crew can dispatch the function groups on AESU 1 or 2 according to the detected failures TAWS LIN USE This page is a back up of the AESS Control ssi _SYS2 Panel for the selection of function groups XPDR xPOR 2 TCAS TCAS 2 DE O O Figure 7 49 MFD SURV STATUS amp SWITCHI NG page 7 26 Y Getting to grips with Surveillance AIRBUS 7 Aircraft environment surveillance 7 1 9 5 SQWK PAGE ON RMP On the RMP the flight crew can Modify the SQUAWK code in the SQWK page Activate the IDENT function from the SQWK page Check the transponder operating mode AUTO ON or STBY either in the SQWK page or in the message line of the VHF HF or TEL page In compliance with the AIRBUS dark cockpit philosophy the AUTO mode which is the norma
5. Short Pulse Thinner the beam width or shorter the range higher the azimuth resolution Figure 6 6 Range and Azimuth resolutions 6 8 2 Getting to grips with Surveillance AIRBUS 6 Weather surveillance 6 1 1 6 2 Attenuation e Beam Attenuation The energy of the radar pulse attenuates when the radar pulse goes away and returns back to the radar antenna i e absorption and refraction If the weather radar does not compensate the beam attenuation the weather radar may display a precipitation As weak i e green when the aircraft is far from the precipitation As strong i e red when the aircraft is approaching the precipitation e Path Attenuation Some precipitations may be Radar Shadow so strong that the radar beam is not able to penetrate them Consequently they mask the weather behind them This is called the path attenuation or radar shadow Figure 6 7 Path attenuation or Radar shadow 6 1 1 6 3 Sensitivity Time Control The Sensitivity Time Control STC compensates the beam attenuation within 80 NM Sw The STC increases the radar sensitivity over time while the aircraft is getting closer to a precipitation Sensitivity Time or Distance Figure 6 8 Sensitivity Time Control Thanks to the STC the display of a given precipitation is more accurate within 80 NM and should not vary in colors provided that the intensity of the precipitation is constant when the
6. The latitude range is 90 to 90 When the aircraft flies to the North Pole the latitude increases to 90 When the aircraft passes the North Pole the latitude decreases from 90 vice versa across the South Pole From a mathematical point of view the latitude should increase when the aircraft flies to and passes the North Pole i e 88 89 90 91 92 Due to the limits of the latitude range the TAWS function considers there is no terrain information beyond 90 of latitude The TAWS function displays Figure 7 11 Terrain display in polar the corresponding areas in magenta on ar as ND the amber TERR INOP indication is displayed on VD Note EGPWS is also affected by these limitations Refer to 4 1 5 5 Terrain Display in Polar Areas 7 1 4 WEATHER RADAR FUNCTION The AESS Weather Radar function provides the same functions as conventional weather radars weather detection with PWS and turbulence detection The range goes up to 320 NM The antenna scans an envelope of 80 in azimuth and 15 in tilt Refer to Figure 7 24 The AESS Weather Radar function introduces a new concept the weather radar does not directly display the weather information to the flight crew but stores it in a 3D buffer The 3D buffer significantly improves the weather analysis i e on off path weather elevation mode vertical view Earth curvature correction automatic ground mapping weather displayed behind the
7. The present chapter describes weather radars available on A300 A310 A320 A330 A340 aircraft For the Honeywell weather radar of AESS available on A380 aircraft refer to 7 Aircraft environment Surveillance 6 1 DESCRIPTION OF WEATHER RADAR Thanks to the characteristics of weather radar pulses the weather radar detects precipitations wind shears turbulence and prominent terrains The weather radar also provides indications and or alerts to avoid them It has to be noted that the weather radar detects wet meteorological phenomena only it means that the weather radar does not detect dry phenomena like Clear Air Turbulence CAT The present chapter provides a basic knowledge about weather radar physics and describes the functions proper to each weather radar type The description is common to all weather radar types except when specified The Appendix G Aviation meteorology reminders also provides some reminders about meteorological phenomena linked to flight operations Note for A380 aircraft please refer to 7 1 4 Weather Radar Function However the weather radar basic principles on board the A380 remain identical to the ones described in this chapter 6 1 1 RADAR THEORY 6 1 1 1 REFLECTIVITY OF WATER MOLECULES The weather radar properly detects rains or wet turbulence Indeed water molecules in liquid state reflects radar pulses more than ice crystals do Based on this principle the reflectivity of precipitations depend
8. effectively dry braking action even when moisture is present Wet runway A runway is considered wet when the runway surface is covered with water or equivalent less than specified in contaminated runway or when there Is sufficient moisture on the runway surface to cause it to appear reflective but without significant areas of standing water 5 21 2 5 Runway surveillance AIRBUS Getting to grips with Surveillance 30 1 1 AUTOMATIC DETECTION OF THE RUNWAY FOR LANDING When the destination airport is known i e in the FMS flight plan the runway for landing is automatically detected The auto detection of the landing runway aims at coping with mistakes or omissions of the flight crew or late runway changes When the flight crew selects An auto brake mode except BTV the automatic detection of the landing runway Is active between 500 ft and 300 ft BTV the automatic detection of the landing runway is active at 300 ft If the automatic detection of the landing runway fails i e no detected runway the ROW ROP function is lost Besides if the ROW ROP function is lost the BTV function is lost 5 6 1 2 ROW ARMED ROW arms when the landing runway is automatically detected refer to 5 6 1 1 Automatic Detection of the Runway for Landing Therefore OANS highlights QFU of the automatically detected runway ROW computes in real time the minimal braking distances in dry and wet conditions If t
9. 4 1 1 TAWS PRINCIPLES The TAWS processing may be depicted as in Figure 4 1 The TAWS captures the aircraft parameters from various sensors and systems Based on its databases and algorithms the TAWS evaluates the aircraft situation regarding the Surrounding terrain and triggers alerts and indications in the cockpit when a risk of CFIT is identified Based on the same database the TAWS also displays the terrain on ND for the awareness of flight crew The distance to the terrain obstacle is determined according to the topography recorded in the terrain obstacle database plains hills mountains In addition the terrain displayed on ND is made up from the terrain database 4 2 Y Getting to grips with Surveillance AIRBUS 4 Terrain surveillance An outdated terrain obstacle database may lead the TAWS to incorrectly evaluate the CFIT risk or to trigger nuisance alerts Therefore it is recommended to always get the latest terrain obstacle database in the TAWS Databases Terrains and Obstacles Runways Aircraft Aircraft Performances Alerts and Parameters Displays TAWS Algorithms Reactive Predictive OHulSSdD0 dg ndu Output Processing Figure 4 1 TAWS processing Note The Obstacle database Is specific to EGPWS only The Aircraft Performance database is specific to T2CAS only 4 1 1 1 TERRAIN DATABASE The terrain database has a worldwide coverage and is defined according to a Standardized Earth mo
10. ROP arms when the auto brake engages The auto brake engages in landing mode when The ground spoilers extend and the nose landing gear is on ground or 5 seconds after the ground spoiler extension whichever occurs first When ROP arms ROP computes in real time a braking distance to reach a target speed that equals to O kt if the flight crew selected an auto brake mode except BTV or 10 kt if the flight crew selected BTV OANS displays this computed braking distance over the landing runway STOP bar refer to 5 6 3 3 ROP Indications When Armed ROP remains armed until the flight crew disconnects the auto brake IOL ROP ENGAGED ROP engages When the STOP bar exceeds the runway end or As soon as the auto brake engages if ROW had previously engaged between the deployment of ground spoilers and the activation of auto brake Therefore ROP Controls the maximum braking performance same as in RTO mode Triggers aural and visual indications to apply or maintain MAX REVERSE ROP disengages but remains armed when the STOP bar does not exceed the runway end anymore Therefore the auto brake reverts to the mode selected by the flight crew 5 6 2 AUTO BRAKE DISCONNECTION The flight crew disconnects the auto brake by Pressing the brake pedals or Pressing the A THR instinctive disconnect pushbutton on the thrust levers or Switching the auto brake mode selector to DISARM Pressing the A THR
11. Transponders proposed on AIRBUS aircraft are all capable of Mode A C S ELS EHS and ADS B NRA At the time fo writing the brochure definitions of standards for ADS B RAD and ADS B APT are in progress Operational Recommendations The main recommendations but non exhaustive are e The use of the I CAO format three letter code for the flight number e The use of identical flight numbers in the I CAO flight plan and in the FMS INIT A page e An appropriate training regarding ADS B OUT operations even there are no impacts in the cockpit for the flight crew e A special attention to local implementations of ADS B e A correct avionics settings i e 24 bit address e A careful flight planning i e flight number surveillance capability 24 bit address Refer to 2 5 Operational Recommendations for Transponder Regulations The carriage of transponder capable of Mode C is mandatory and the carriage of transponder capable of Mode S is recommended as per ICAO Annex 6 Operation of Aircraft Part TCAS compliant with TCAS II Change 7 requires a Mode S transponder for its functioning Therefore the mandatory carriage of TCAS implies a mandatory carriage of a Mode S transponder Future Systems At the time of writing the brochure no new transponder is expected on a short term 2 Executive Summary AIRBUS Getting to grips with Surveillance 3 TRAFFIC SURVEILLANCE Aircraft Collision Avoidance System ACAS Description ACAS
12. Y 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance Step 4 For each vertical laser cut AESS projects the On Path weather of the highest reflectivity on the horizontal plane If there is no On Path weather AESS projects the Off Path weather of the highest reflectivity on that horizontal plane Step 5 Finally the projections of vertical laser cuts on the horizontal plane form the horizontal weather view 7 1 4 1 3 Manual Modes The 3D buffer eases the manual weather analysis with an enhanced tilt mode a new elevation mode and a new azimuth mode e Tilt Mode The enhancement of the tilt mode is triple AESS applies a correction of the wee sel a aN selected til Earth curvature on the tilt angle dad 15 1 4 steps In tilt mode AESS makes a 360 laser cut around the aircraft along the tilt angle across the 3D buffer In ND ROSE mode the AESS displays the weather behind the aircraft The ground de cluttering is j automatic Thanks to the terrain gt database AESS removes terrain returns from the weather image refer to 7 1 4 4 Ground Mapping In addition beyond the intersection of the laser cut and the ground the weather is not displayed Refer to Figure 7 22 Intersection of laser cut with TAWS terrain 360 laser cut Figure 7 21 Tilt mode LAE ff Ag fs PAs A 360 laser cut Figure 7 22 Inhibition of weather display beyond the laser cu
13. b slats Figure 3 30 Traffic Selector in the cockpit The flight crew uses the Traffic Selector to highlight or select an ADS B symbol on ND There is one Traffic Selector on either side of the cockpit for each flight crew member 3 6 5 2 1 Turn to highlight The flight crew turns the Traffic Selector to highlight an ATSAW symbol on ND The TCAS computer highlights aircraft as in Figure 3 13 A flight crewmember can highlight only one aircraft at a time on his ND A quick turn of the Traffic Selector removes the highlight Turn clockwise to Turn counterclockwise highlight aircraft on ND highlight aircraft on ND from the closest to the from the farthest to the farthest closest i 11 oN AIB5678 71 __ 280 MXT wo y ABI234 ANN 275 HKL Figure 3 31 Turn Traffic Selector to highlight 3 39 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance 3 6 5 2 2 Pull to select The flight crew pulls the Traffic Selector to select an ATSAW symbol on ND Refer to Figure 3 32 The flight crew can select only one aircraft at a time on ND The selection is shared on both NDs The flight crew pushes the Traffic Selector to deselect an ATSAW symbol DEANTA ns E EOT APE SELES TLR A yah J ity ERANU i 1 3 a 1 l p ri 7 Figure 3 32 Pull Traffic Selector to select AIB1234 3 OPERATIONAL RECOMMENDATIONS FOR ATSAW 3 7 1 FOR THE AIRLINE e Train your flight crews
14. www easa europa eu ws_prod g rg_certspecs php REF 4 Federal Aviation Administration FAA documents at http www faa gov regulations_policies REF 5 REF 6 REF 7 Aviation Weather for Pilots and Flight Operations Personnel AC 00 6A January 1975 Thunderstorms AC 00 248 January 1983 Atmospheric Turbulence Avoidance AC 00 30B September 1997 Pilot Wind Shear Guide AC 00 54 November 1988 Recommended Radiation Safety Precautions for Ground Operation of Airborne Weather Radar AC 20 68B August 1980 Airworthiness Criteria for the Approval of Airborne Wind Shear Warning Systems in Transport Category AC 25 12 November 1987 Aircraft Wake Turbulence AC 90 23F February 2002 Guidelines for Operational Approval of Wind Shear Training Programs AC 120 50A September 1996 Aircraft Surveillance Systems and Applications AC 120 86 September 2005 NPRM Automatic Dependent Surveillance Broadcast ADS B Out Performance Requirements to Support Air Traffic Control ATC Service October 2007 available at http www faa gov regulations _policies rulemaking recently_pu blished Civil Aviation Safety Authority CASA Australia documents Airworthiness Approval of Airborne Automatic Dependent Surveillance Broadcast Equipment AC 21 45 April 2007 available at http www casa gov au rules 1998casr 021 Civil Aviation Order 20 18 Amendment Order No 1 2009 February 2009 available at http casa gov au index h
15. ADS B surveillance in Non Radar Areas with low traffic density ADS B RAD ADS B surveillance backed up by SSR with high traffic density ADS B APT ADS B surveillance on airport surfaces Basic transponders proposed on AIRBUS aircraft are all capable of Mode A C S ELS EHS and ADS B NRA At the time of writing the brochure definitions of Standards for ADS B RAD and ADS B APT are in progress Operational recommendations The main recommendations but non exhaustive are e The use of the ICAO format three letter code for the flight number e The use of identical flight numbers in the I CAO flight plan and in the FMS INIT A page e An appropriate training regarding ADS B OUT operations e A special attention to local implementations of ADS B e A correct avionics settings i e 24 bit address e A careful flight planning i e flight number surveillance capability 24 bit address Refer to 2 5 Operational Recommendations for Transponder Regulations The carriage of transponder capable of Mode C is mandatory and the carriage of transponder capable of Mode S is recommended as per ICAO Annex 6 Operation of Aircraft Part TCAS compliant with TCAS II Change 7 requires a Mode S transponder for its functioning Therefore the mandatory carriage of TCAS implies a mandatory carriage of a Mode S transponder Future systems At the time of writing the brochure no new transponder is expected on a short term 2 23 Y
16. ERASE ALL FLAGS White When selected from the Interactive Control Menu or ERASE ALL CROSSES 2 Getting to grips with Surveillance AIRBUS 5 Runway surveillance Soft Control Panel NOT IN filter In the MAP DATA Page when the OANS does not DATABASE find a map element in the map element list filter refers to a type of map element i e runway taxiway stand others NOT IN filter In the AIRPORT SELECTION Page when the OANS DATABASE does not find an airport in the airports list filter refers to ICAO IATA or CITY NAME DATABASE CYCLE White In the STATUS page when the Airport Data Base is NOT VALID outdated SET PLAN MODE White When the flight crew selects ARC or ROSE NAV mode and PLAN mode is required i e manually selected airport not in FMS flight plan 5 1 4 OANS CONTROLS 5 1 4 1 EFIS CP RANGE SELECTOR When in ZOOM position the EFIS CP range selector activates the OANS display on ND The OANS display is available with the following range 5 NM 2 NM 1 NM 0 5 NM 0 2 NM These four ranges are available by rotating the selector counter clockwise from the ZOOM position 5NM The activation and display of OANS are independent on both sides Captain First Officer Each flight crewmember controls the Figure 5 10 A380 EFIS CP OANS display on his own ND range selector 5 1 4 2 EFIS CP ND DISPLAY MODE The OANS display on ND is available in ARC ROSE NAV and PLAN modes These modes rem
17. Not able to comply with on AIRBUS aircraft Refer to AIP for alternative procedures SQUAWK CHARLI E STOP CHARLI E I NDI CATI ON SQUAWK WRONG _B 2 TRANSMIT ALTITUDE Note Transponder and ADS B transmitter are coupled on AIRBUS aircraft Activate the altitude reporting as in radar coverage STOP ADS B ALTITUDE TRANSMI SSI ON WRONG I NDI CATI ON reason Note Transponder and ADS B transmitter are coupled on AIRBUS aircraft Refer to 2 5 2 2 For the Flight Crew ADS B or 2 Getting to grips with Surveillance AIRBUS Appendix C APPENDIX C ATSAW IN TRAIL PROCEDURE ITP This appendix provides details on ITP with the use of ATSAW This appendix Gives the definitions of terms commonly used for ITP Describes the ITP procedure in details Gives a practical example with cockpit interfaces The ITP description is compliant with standards published at the time of writing the brochure The readers must ensure to take into account any updates of ITP standards C 1 DEFINITIONS Ground Speed Difference of ground speed between the ITP aircraft and the Differential Reference Aircraft The ground speed differential is positive when aircraft are getting closer ITP Aircraft Aircraft Fully qualified in terms of equipment operator and flight crew qualification to conduct an ITP That considers a flight level change ITP Criteria Refer to C 2 6 ITP Criteria ITP Distance Refer to
18. Refer to local regulations Future systems The Honeywell RDR 4000 already available on A380 aircraft will introduce the benefits of the 3D weather scanning on A320 A330 A340 aircraft in 2010 such as e The automatic correction of the Earth curvature e Automatic modes to display on path and off path weather e The elevation mode 6 33 Getting to grips with Surveillance AIRBUS 7 1 7 1 1 7 1 2 7 1 2 1 J l 2 2 Jelia 3 7 1 3 7 1 3 1 feded fens es 7 1 4 1 4 1 1 4 2 1 4 3 1 4 4 1 5 1 6 1 7 skeal ee i 1 8 1 8 1 1 8 2 1 9 mS A 1 9 2 1 9 4 oa Ph N N NNMUWSNEN UN NNN ON ON NON ON N ON N 7 2 1 dered grr re led Peluso 2 7 Aircraft environment surveillance 7 AIRCRAFT ENVIRONMENT SURVEILLANCE Description of AESS I ntegration of Surveillance Functions AESS Architecture Groups of Functions AESS Operating Modes AESS Reconfiguration Principles TAWS Function TAWS RNP Selection of Lateral Position Source Terrain Display in Polar Areas Weather Radar Function Weather Detection Enhanced Turbulence Detection Predictive Wind Shear PWS Detection Ground Mapping TCAS Function Transponder Function Vertical Display Generation of Vertical Terrain View Generation of Vertical Weather View AESS Indications Navigation Display ND Vertical Display VD AESS Controls KCCU SURV Key EFIS Control Panel EFIS CP SURV Pages on MFD SQWK Page on RMP Operational
19. SS GAIN TA RA pasl AN 3 TAWS Deactivate the visual and a i I aural alerts of the TAWS Mode 5 Te wo Excessive glide slope deviation VD AZIM WXR Manually set the elevation tilt gain or VD azimuth these settings for CAPT and F O are independent or activate the WXR AUTO mode AESS Select the function groups WXR TAWS 1 or 2 XPDR TCAS 1 or 2 c Figure 7 46 AESS Control Panel 7 1 9 4 SURV PAGES ON MFD Two pages relative to AESS are available on MFD The SURV CONTROLS page The SURV STATUS amp SWITCHING page AESS does not support the THRT function refer to 3 1 8 TCAS Controls The flight crew uses the WXR ELEVN knob to manually set an elevation or tilt value Refer to FCOM for more details The flight crew pushes the WXR ELEVN knob to activate the WXR AUTO mode f 20 2 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance 7 1 9 4 1 CONTROLS Page The flight crew controls all the AESS functions XPDR TCAS WXR TAWS through the MFD SURV CONTROLS page On this page the flight crew can modify the SQWK code However for routine SQWK code changes the flight crew can easily modify the SQWK code and send the IDENT signal in the RMP SQWK page refer to 7 1 9 5 SQWK Page on RMP At any time the flight crew can reset i the default settings the ones shown s in Figure 7 47 with the DEFAULT sawk XPDR TCAS SETTINGS button in the bottom right
20. TERRAIN SURVEILLANCE Enhanced Ground Proximity Warning System EGPWS or Terrain Awareness and Warning System TAWS of T2CAS Description The Terrain Surveillance function had been previously fulfilled with Ground Proximity Warning System GPWS that includes the reactive basic functions i e Mode 1 to 5 Today it is fulfilled by Terrain Awareness System TAWS with enhanced functions also known as predictive functions in addition to basic functions The main TAWS products available on AIRBUS aircraft are e Honeywell EGPWS with its predictive functions Terrain Awareness and Display TAD and Terrain Clearance Floor TCF and Runway Field Clearance Floor RFCF e ACSS T2CAS with its predictive functions Collision Prediction and Alerting CPA and Terrain Hazard Display THD e ACSS T3CAS that includes a transponder a TCAS and a TAWS module with Eleview and an obstacle databse Refer to 4 1 3 3 EGPWS T2CAS Comparison to compare both products 15 2 Executive Summary AIRBUS Getting to grips with Surveillance Operational Recommendations The main recommendations but non exhaustive are e A regular update of TAWS terrain database e The implementation of the GPS position into the TAWS architecture e The activation of predictive TAWS functions e An appropriate and recurrent training on TAWS e Good knowledge of TAWS operations and escape maneuvers Refer to 4 2 Operational Recommendations for TAWS Regulations The
21. The FMS destination arrow indicates the TOULOUSE BLAGNAC LFBO TLS bearing of the FMS destination airport when no parts of the airport are visible The FMS destination arrow is available in ARC and ROSE NAV modes The following indications are provided The bearing of the FMS destination airport with an arrow The ICAO airport code next to the arrow The distance to the FMS destination airport in the top right corner of ND Figure 5 7 Destination arrow Note The FMS destination arrow aims at the reference point of the FMS destination airport When the aircraft is near the FMS destination airport the direction of the runway threshold may be significantly different from the direction of the reference point 5 1 3 4 AIRPORT MAP Flag The flight crew sets or removes flags along the taxi path with the Pu Interactive Control Menu or the MAP DATA page of the Soft Control Panel Flags are shared on both Captain and First Officer NDs Cross The flight crew sets or removes crosses along the taxi path with the x Interactive Control Menu or the MAP DATA page of the Soft Control Panel Crosses are shared on both Captain and First Officer NDs The flight crew can use flags as checkpoints to draw the taxiing path and crosses to identify forbidden taxiways 5 9 5 Runway surveillance AMDB elements Runway elements Taxiway elements 2 AIRBUS Getting to grips with Surveillance Runwa Stopway Ma rking
22. The second part of the title line shows the sources the TCAS computer used to fill in the TRAFFIC INFORMATION page In Figure 3 20 the TCAS computer used both ADS B and TCAS information see ADS B TCAS indication in the title line When a piece of information is not available dashes replace the piece of information except wake vortex category in the TRAFFIC INFORMATION page From the MCDU the flight crew may select or deselect LSK 6R the aircraft displayed in the TRAFFIC INFORMATION page The TCAS computer accordingly updates the ND ADS BITCAS t BRG DIST REL ALT ALT TRK H DG GS IAS WAKE VORTEX VERT SPD The flight crew selects the TRAFFIC LIST RETURN prompt LSK 6L to return to the TRAFFIC LIST page Donn oo gt TRAFFIC LIST a a j 5 a The flight crew can scroll the Traffic List i from the TRAFFIC INFORMATION page Figure 3 21 Traffic Information page with the MCDU SLEW keys V WIEN SCrected elrcrart 3 33 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance 3 6 4 2 3 ITP Traffic List Page The flight crew uses the ITP TRAFFIC LIST page to initiate the In Trail Procedure refer to Appendix C ATSAW In Trail Procedure ITP for details ITP TRAFRICLIST N DESIRED FL The flight crew must enter the desired FL in the amber boxes LSK 1L i fa Ioononnn c S RETURN The FLT ID ON function LSK 6R is identical to the one av
23. exclusive set of SSR For more details please refer to http www eurocontrol int cascade public standard_page RAD html At the time of writing the brochure Eurocontrol and industrial partners work on standards for the provision of the ADS B RAD service 2 2 3 ADS B SURVEILLANCE ON AIRPORT SURFACES ADS B APT The ADS B APT service provides ATC controllers with a new surveillance tool of movements on airport surface It covers aircraft and ground vehicles equipped with an ADS B emitter The ADS B APT service may be used as either a Supplement or substitute for existing ground installations e g Surface Movement Radar SMR At the time of writing the brochure Eurocontrol and industrial partners work on Standards for the provision of the ADS B APT service 2 10 Y Getting to grips with Surveillance AIRBUS 2 Aircraft identification and position reporting The ADS B lexicon ADS B as a new technology brings its set of new terms The most commonly used when talking about ADS B are the following Technical terms may not be of operational interest but may be useful during discussions with engineers 2 2 4 GENERIC EMERGENCY INDICATOR The Generic Emergency Indicator is an element of ADS B messages coded on two bits It provides the Surveillance Status that can be either No change of the SQWK code or Emergency condition each time 7500 7600 or 7700 is set on the transponder control panel or Change in
24. or out the runway These surveillance function can be combined in one single system For instances T2CAS combines Traffic Surveillance and Terrain Surveillance T3CAS combines Aircraft Identification and Position Reporting Traffic Surveillance and Terrain Surveillance AESS combines all the function above except the Runway Surveillance 1 2 2 CHAPTER STRUCTURE Each of the following chapters describes one of the six functions listed above For an easy reading all of the chapters apply the same structure as follows Description of the system that fulfills the function described in the chapter Operational recommendations for safe and efficient operations Regulations in terms of carriage requirements at ICAO EASA and FAA levels for other areas refer to local regulations e Manufacturers of systems that fulfill the function to identify the different available solutions e Future systems expected in the near future to improve the fulfillment of the function Each time several systems of fairly different technologies fulfill a given function the description of each system follows the same structure Therefore it is easier to compare the systems At the end of each chapter a summary provides the essential information Please bear in mind Note The description of a system focuses on the basic principles Consequently a system is not exhaustively described For instance the Electronic Centralized Aircraft Monit
25. three models of TCAS II are available on AIRBUS aircraft ACSS TCAS 2000 or the T2CAS with TCAS module or Rockwell Collins TTR 921 or Honeywell TPA 100A Figure 3 10 provides a simplified view of the TCAS architecture w ATC TCAS Control Panel Figure 3 10 TCAS architecture 3 4 1 ACSS TCAS 2000 AND T2CAS From ACSS the TCAS 2000 and the T2CAS are available on AIRBUS aircraft to fulfill the traffic awareness function The TCAS part of the T2CAS is almost identical to the ACSS TCAS 2000 The minor differences only affect the maintenance functions More information is available at http www acssonboard com Y Getting to grips with Surveillance AIRBUS 3 Traffic surveillance 3 4 2 TCAS PART OF ACSS T3CAS The ACSS T3CAS is a further step of integration including A Mode S transponder capable of ADS B OUT as per DO 260A Change 2 A TCAS II compliant with TCAS II Change 7 1 An enhanced TAWS module derived from T2CAS TAWS module The advantages of this integration are the same as for T2CAS a step further reduced weight volume wiring and power consumption The TCAS module and the Mode S transponder module share the same set of antennas reducing weight and wirings The certification of the T3CAS is expected by end 2009 More information is available at http www acssonboard com media brochures T3CAS pdf 3 4 3 ROCKWELL COLLINS TTR 921 From Rockwell Collins the TTR 921 is available o
26. up to 640 NM and a vertical view of the terrain on VD 7 1 3 1 TAWS RNP The TAWS RNP is defined according to the flight phase Flight phase Take off Approach Below 4000 Below 16000 Outside Below 3500 Conditions ft AGL and ft and 50 NM ft and 10 NM GS gt 60kt from runway from runway TAWS RNP NM According to the runway selected into the FMS other phases AESS uses the TAWS RNP to select the position source GPIRS or FMS and to define the width of the vertical cuts for vertical terrain view refer to 7 1 7 1 Generation of Vertical Terrain View Re a ae 2 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance rA e SELECTION OF LATERAL POSITION SOURCE The TAWS module selects the position source with the highest accuracy and integrity in the following sequence by order of priority 1 GPS position then 2 GPS corrected IR data then 3 FMS position then 4 IR position When all these sources are not valid or not accurate enough If the automatic deactivation of predictive TAWS functions has been selected pin programming AESS automatically deactivates predictive functions basic TAWS functions remain active If the automatic deactivation of predictive TAWS functions has not been selected the flight crew must manually switch predictive functions to OFF TERR SYS to OFF on MFD SURV page refer to 7 1 9 4 1 CONTROLS Page Tad 33 TERRAIN DISPLAY IN POLAR AREA
27. 1 4 1 4 1 4 2 4 1 5 4 1 5 1 4 1 5 2 4 1 5 3 4 1 5 4 4 1 5 5 4 1 6 4 1 6 1 4 1 6 2 4 2 4 2 1 4 2 2 4 3 4 4 4 4 1 4 4 2 4 5 2 AIRBUS s t oj E a we on eal 4 Terrain surveillance 4 TERRAIN SURVEILLANCE Description of TAWS TAWS Principles Terrain Database Obstacle Database Runway Database Aircraft Performance Database Reactive basic TAWS Functions EGPWS Mode 6 Excessive Bank Angle Predictive TAWS Functions Enhanced GPWS Functions Predictive T2CAS Functions EGPWS T2CAS Comparison Introduction of GPS Position into TAWS Architecture EGPWS Geometric Altitude Use of GPS for Lateral Positioning TAWS Indications TAWS Basic Mode Indications TAWS Predictive Functions EGPWS Obstacle EGPWS Peaks Mode Terrain Display in Polar Areas TAWS Controls A300 A310 Controls A320 A330 A340 Controls Operational Recommendations for TAWS For the Airline For the Flight Crew Regulations for TAWS Manufacturers for TAWS Honeywell EGPWS ACSS T2CAS Future Systems 41 4 2 4 2 4 3 4 4 4 4 4 4 4 5 4 7 4 7 4 8 4 10 4 14 4 15 4 16 4 16 4 18 4 18 4 18 4 20 4 20 4 21 4 22 4 22 4 22 4 23 4 23 4 24 4 24 4 25 4 25 4 25 4 26 Y 4 Terrain surveillance AIRBUS Getting to grips with Surveillance The generic name of the system that fulfills the Terrain Awareness function is Terrain Awareness and Warning System TAWS The TAWS alerts the flight crew in a timely manner of
28. 100 m and goes up to 1 km Surface winds tend to be light or calm When a low level jet stream passes over a radiation inversion area wind shears appear G 4 8 NON REFLECTIVE WEATHER Small cumulus clouds may not content amp enough water Weather radars may not a detect them due to their weak reflectivity Nevertheless this kind of clouds may al produce light to moderate turbulence Figure G 5 Turbulence due to cumulus The turbulence is due to the alternation of updrafts that form the clouds and downdrafts between the clouds were 2 Getting to grips with Surveillance AIRBUS Appendix APPENDIX H LOW LEVEL WIND SHEAR EFFECTS ON AIRCRAFT PERFORMANCES This appendix provides a summary of wind shear effects on aircraft performances at low level For a more detailed analysis of these effects refer to the ICAO Manual on Low Level Wind Shear and Turbulence Doc 9817 see References H 1 HORIZONTAL WIND SHEARS There are two kinds of horizontal wind shears longitudinal wind shears and crosswind shears As runways are aligned on dominant winds the most frequent wind shears encountered at low levels are longitudinal Nevertheless crosswind Shears have some significant effects on the aircraft flight path Wind shears affect the aircraft in a transient way They affect the airspeed the altitude the angle of attack or the drift depending on their direction longitudinal lateral or vertical The initial effects o
29. 40 2 Getting to grips with Surveillance AIRBUS 3 Traffic surveillance Traffic Selector MCDU ND ATC TCAS Control Panel Figure 3 33 ATSAW architecture Figure 3 33 provides a simplified view of the ATSAW architecture 3 10 FUTURE APPLICATIONS 3 10 1 ATSA SURF WITH OANS AIRBUS is currently developing the integration of the ATSA SURF application in the OANS refer to 5 1 Description of OANS for all AIRBUS aircraft The ATSA SURF application will provide the traffic around the aircraft on the OANS moving map The ATSA SURF application will improve taxi operations e g anticipation of aircraft queue for take off and safety on ground i e traffic awareness during taxi with low visibility 3 10 2 ENHANCED SEQUENCING AND MERGING OPERATIONS AIRBUS actively participates to the development of new systems to assist the flight crew in Sequencing and Merging S amp M operations Those systems Airborne Separation Assistance System ASAS will be able to merge the own aircraft behind a preceding aircraft and to maintain a separation behind this aircraft On ATC instruction the flight crew initiates the S amp M procedure with the assistance of ASAS The objectives of ASAS are to Enable flight crews to precisely meet ATC spacing instructions Reduce ATC workload Improve current safety level Increase airspace capacity 3 41 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance Ple
30. 6 1 1 4 Gain 6 20 Y Getting to grips with Surveillance AIRBUS 6 Weather surveillance 6 1 5 5 2 Variable Temperature Based Gain The reflectivity of water changes according to its state i e liquid or ice Refer to 6 1 1 1 Reflectivity of Water Molecules Therefore the reflectivity changes according to the temperature When the temperature is above 0 C the gain is constant When the temperature is below 0 C the Variable Temperature Based Gain function increases the gain to compensate the reflectivity diminution When the temperature is below 40 C water exclusively in ice crystal form the Variable Temperature Based Gain function increases the gain by approximately one color level 6 1 5 5 3 Path Attenuation Compensation PAC alert lt ops PAC alert When the radar beam is attenuated radar shadow refer to 6 1 1 6 2 Attenuation the Path Attenuation Compensation PAC alert provides a visual cue on ND a yellow arc on the outermost range ring The PAC alert is available when the gain is set to CAL and the attenuation is within 80 NM Figure 6 25 PAC alert 6 1 5 5 4 Over Flight Protection The Over Flight Protection tracks thunderstorms in the aircraft flight path and until the aircraft passes the thunderstorms The Over Flight Protection improves the weather awareness and may prevent inadvertent penetration of thunderstorm tops With conventional weather radars the wet part of a
31. 6 12 6 13 6 13 6 13 6 13 6 14 6 14 6 16 6 16 6 17 6 18 6 19 6 20 6 23 6 23 6 25 6 25 6 26 6 27 6 27 6 27 6 27 2 6 Weather surveillance AIRBUS Getting to grips with Surveillance 6 2 2 6 2 2 1 6 2 2 2 6 3 6 4 6 4 1 6 4 2 6 5 6 5 1 Wind Shear For the Airline For the Flight Crew Regulations for Weather Radar Manufacturers for Weather Radar Honeywell RDR 4B Rockwell Collins WXR 701X and WXR 2100 Future Systems Honeywell RDR 4000 sp2 6 28 6 28 6 28 6 29 6 31 6 31 6 31 6 32 6 32 2 Getting to grips with Surveillance AIRBUS 6 Weather surveillance Turbulence wind shear hail and thunderstorm are identified as the causes of major incidents or accidents especially during final approach and take off The awareness of these meteorological phenomena improves the flight safety thanks to the weather radar At the time of writing the brochure three types of weather radar are available on Airbus aircraft Conventional weather radar The weather display is synchronized with the movement of the radar antenna Weather radar with an automatic tilt It is a radar capable to compute automatically a tilt angle Weather radar using a buffer The weather information from the radar antenna is stored in a buffer Weather information only applicable for display is extracted from this buffer Weather radars that use a buffer are Rockwell Collins Multiscan and the AESS weather radar from Honeywell
32. Advisory System RAAS On Ground Advisory On Runway Advisory Routine Purpose Purpose Triggering Conditions Takeoff on Taxiway Advisory Non Routine Triggering Conditions Operational Recommendations for RAAS Regulations for RAAS Manufacturer for RAAS Future Systems 5 2 5 20 5 21 5 22 5 22 5 22 5 23 5 23 5 23 5 24 5 24 5 24 5 26 5 26 5 27 5 28 5 28 5 28 5 28 5 29 5 29 5 31 5 31 5 31 5 31 5 32 5 32 5 32 5 32 5 32 5 32 5 33 5 33 5 33 5 33 Y Getting to grips with Surveillance AIRBUS 5 Runway surveillance The unfortunately famous runway incursions remind the aviation community that the risk Is real 1977 Tenerife Canary Islands 583 fatalities 2000 Taipei Taiwan 83 fatalities 2001 Milan Italy 118 fatalities Prevention of runway incursions is of prime importance and must be tackled at all levels i e airport and aircraft systems Researches are on going to improve the airport navigation in terms of safety and efficiency They include both ground and on board systems AIRBUS actively participates in those researches such as EMMA2 European airport Movement and Management by A SMGCS which encompasses new technologies ATC clearances through CPDLC on board traffic awareness thanks to ADS B Today two systems are available on AIRBUS aircraft These two systems are quite different as they are based on different principles The On board Airport Navigation
33. Aviation community transponder and ADS B transmitter are most of the time separate units Consequently pilots can independently operate transponder and ADS B transmissions For the Air Transport Aviation community transponder and ADS B transmitter are merged in a single unit the transponder Mode S capable of ADS B OUT Per design it had been elected to make ADS B transmissions totally transparent to the flight crew on AIRBUS aircraft Consequently there are neither new controls nor new indications related to the ADS B OUT transmissions addressed to the flight crew The main benefits are the avoidance of heavy modifications e g no new connections with other systems no change on ATC TCAS panel and a minimum impact on cockpit procedures In ADS B operations the flight crew uses the same controls of the ATC TCAS panel for the transmission of the SQWK code IDENT SPI and the barometric altitude as in SSR operations see Figure 2 2 In Appendix B ADS B phraseology some instructions refer to the separate transponder ADS B transmitter architecture When ATC advises such instructions e g STOP ADS B TRANSMISSION refer to AIP for alternate procedures On AIRBUS aircraft if the flight crew switches off the transponder or the altitude reporting it cuts off the transmission of ADS B data or ADS B altitude respectively In addition it has a major impact on SSR and TCAS operations e g disappearance from controller SSR scope non c
34. Display VD e g 3D buffering generation of the vertical weather view 7 2 2 FOR THE FLIGHT CREW e Be aware of the automatic management of AESS functions per flight phase e g WXR automatically turns off 60 s after touchdown Refer to your FCOM for more details 7 2 2 1 TRANSPONDER FUNCTION Refer to 2 5 Operational Recommendations for Transponder TEA TCAS FUNCTION Refer to 3 2 Operational Recommendations for TCAS Jolka TAWS FUNCTION In addition to recommendations provided in 4 2 Operational Recommendations for TAWS here are some recommendations specific to the A380 aircraft e Fly all flight phases with all TAWS settings to ON i e DEFAULT SETTINGS except when The airport is not in the TAWS database and the aircraft is within 15 NM from that airport or The approach procedure is Known to produce erroneous TAWS alerts e Be aware of the mechanism involved in the generation of the vertical terrain view e g along flight plan along track along selected azimuth atmospheric influences on barometric elevations 7 2 2 4 WEATHER RADAR FUNCTION In addition to recommendations provided in 6 2 Operational Recommendations for Weather Radar here are some recommendations specific to the A380 aircraft e Remember that it may take up to 30 seconds to build up the weather picture at the first weather radar activation e g before take off run or switching between SYS 1 and 2 e Be aware of the mechanism involved
35. FMS PROG page lt REPORT UPDATE AT BRG DIST TO NTAA DICTIVE UIRED ACCUR ESTIMATED T PRE When the aircraft is below the REC ee MAX FL the aircraft is able to Climb at 300 ft min minimum Maintain its speed during the climb C 3 2 PF INITIATE THE ITP In the MCDU MENU PF selects TRAF LSK 5R in Figure C 9 to display the TRAFFIC LIST page In the TRAFFIC LIST page PF selects IN TRAIL PROCEDURE LSK 5R in Figure C 10 to display the ITP TRAFFIC LIST page In the ITP TRAFFIC LIST PF enters the desired FL in the DESIRED FL field LSK 1L in Figure C 11 Figure C 9 Select TRAF in MCDU MENU ITP TRAFFIC LIST DESIRED FL TRAFFICLIST 112 lt AIB1234 H VBN8624 M gt 4 lt AZE1597 M lt TYU7914 M QSD8526 H gt lt UIO9647 L RTY9641 M gt IN TRAIL PROCEDURE gt FLTIDON FLTIDON Figure C 10 Select IN TRAIL Figure C 11 Enter desired FL in LSK PROCEDURE LL ye Y Appendix C AIRBUS Getting to grips with Surveillance C 3 3 PF CHECK THE ITP OPPORTUNITY AND IDENTIFY REFERENCE AIRCRAFT When PF entered the desired FL the 7 P ATSAW function refer to Figure 12 MARTERA ek 5 Checks that the ITP criteria are met F E as in C 2 6 ITP Criteria Gis B Indicates if the ITP is possible or not Bt IN TRAIL DIST _ LSK 1R E AZE1597 Displays the aircraft in the ITP mi TYU7914 volume BSB l A lt RETURN PF checks
36. From the surface to 10 000 ft within 30 NM of specified busy airports and Inthe Gulf of Mexico above 3 000 ft within 12 NM from the coast The FAA plans an ADS B mandate in 2020 A 2 2 WEBSITE Details on NextGen may be found at http www jpdo gov index asp Details on the Surveillance and Broadcast Services program may be found at http www faa gov about office_org headquarters_offices ato service_units enro ute surveillance_broadcast A 3 THE AUSTRALIAN ADS B UPPER AIRSPACE PROGRAM UAP A 3 1 DESCRIPTION Airservices Australia is currently deploying ADS B ground stations across Australia Combined with existing SSRs deployed ADS B ground stations will provide an air traffic surveillance capability over the entire Australian territory The air traffic surveillance will be available above FL 300 refer to Figure A 1 The objective of the program is to provide ADS B equipped aircraft with increased safety and operational flexibility in non radar airspace ADS B equipped aircraft will also be afforded operational priority in the ATC system The ADS B UAP plans the Combined radar and ADS B coverage with installation of 28 ADS B e ADS B deployment ground stations at remote locations in Australia co located with existing radio communication facilities The Australian Advanced Air Traffic System TAAATS is being upgraded to process 1000 ADS B flights Simultaneously from up to 200 ground stations TAAATS will also
37. Getting to grips with Surveillance 2 AIRBUS 3 Traffic surveillance BEN IP OTHER aircraft PROXIMATE aircraft TA intruder RA intruder Vertical speed trend i Vertical separation x 100ft WOR H MEL f 2 5 NM range ring Figure 3 7 TCAS display on ND proximate PO Figure 3 8 TCAS protection envelopes Note TA and RA volumes are based on time TAU values instead of distance 3 13 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance 3 1 7 1 3 Engine and Warning Display EWD When the flight crew sets the TCAS to STBY the ALT RPTG to OFF or the XPDR to STBY from the ATC TCAS panel the green memo TCAS STBY is displayed on EWD EN A TCAS AURAL ALERTS TA and RA TCAS displays come with aural alerts On A300 A310 A320 A330 A340 aircraft the Flight Warning System FWS broadcasts these aural alerts through the loudspeakers and the flight crew cannot modify their volume On A380 aircraft the FWS broadcasts the aural alerts through the loudspeakers and the headsets 3 1 7 2 1 Traffic Advisory TRAFFIC TRAFFIC TCAS detects a TA aircraft 3 1 7 2 2 Resolution Advisory For all the aural alerts listed below the TCAS detects an RA aircraft and is able to order avoidance maneuvers with intruder equipped with Mode C or S transponder Required CLIMB CLIMB Climb at a vertical speed in the 1 500 green sector on PFD Climb at a vertical speed
38. KCCU trackball to move the airport map The MOVE function is available in ARC ROSE NAV or PLAN mode for three minutes However in PLAN mode the displacement is limited the center of the background at the time of pressing down the KCCU click button shall remain on the screen Figure 5 15 KCCU When the KCCU click button Is released In PLAN mode the new view displayed on ND is kept In ARC or ROSE NAV mode the ND display progressively comes back to the Initial view 5 1 4 5 INTERACTIVE CONTROL MENU ADD CROSS The Interactive Control Menu enables to Set crosses and flags ADD FLAG Remove crosses and flags Goto the MAP DATA page MAP DATA Center the airport map on the aircraft ERASE ALL CROSSES symbol PLAN mode only ERASE ALL FLAGS The flight crew calls the Interactive Control Menu by clicking with the KCCU anywhere on the airport CENTER ON ACFT map Figure 5 16 Interactive Control Menu 5 1 4 6 SOFT CONTROL PANEL The Soft Control Panel SCP provides three pages to interact more with the airport map 5 15 Y 5 Runway surveillance AIRBUS Getting to grips with Surveillance The MAP DATA page enables to Access to lists of map elements runways taxiways stands x F ADD CROSS ADD FLAG LDG SHIFT deicing areas terminal buildings Hi CENTER MAP ON RWY 13L control towers STAND Center the airport map on a imeame i 48 selected map element Figure 5 17 MAP DATA page Set o
39. OFF provided that the PWS switch is on AUTO The PWS triggers wind shear alerts below 1 200 ft RA To prevent inadvertent alerts the PWS mode automatically activates if the following conditions are met e Honeywell RDR 4B Autotilt and Rockwell Collins WXR 701 One transponder is on AUTO or ON and one of the engines 2 or 3 is running e Rockwell Collins WXR 2100 Multiscan o One of the engines 1 or 2 is running o One of the following conditions is met The ground speed is above 30 kt or The longitudinal acceleration is above 0 07 g For both weather radar models the controls of TILT and GAIN are automatic in PWS mode 6 15 Y 6 Weather surveillance AIRBUS Getting to grips with Surveillance For both weather radar models when the PWS detects a wind shear when the weather radar is OFF PWS on AUTO the weather radar automatically switch to WX T or WX TURB mode when the ND range is less than 60 NM WX mode when the ND range is more than 60 NM When the aircraft passes the wind shear the weather radar automatically Switches back to OFF Note When one weather radar fails e g WXR 1 the PWS function is not available until the weather radar switch is set on the second weather radar e g WXR 2 6 1 4 REACTIVE WIND SHEAR According to the aircraft model the Reactive Wind Shear is supported by On A300 A310 family aircraft FAC On A320 family aircraft FAC On A330 A340 family aircraft FE part of
40. OFF or ON In AUTO mode when the aircraft is on ground the transponder inhibits Modes A and C replies and Mode S All Call replies But Selective Mode S replies and squitters are still active Tips TCAS switching to STBY When the flight crew set the transponder to STBY or the altitude reporting to OFF the TCAS switches to its STBY mode i e green TCAS STBY memo on EWD no TCAS information on PFD and ND Indeed the TCAS is not able to determine the vertical separation with the intruder and then not able to evaluate the maneuver to avoid the threat Refer to 3 1 4 Collision Threat Evaluation For more details please refer to your FCOM Several ATC TCAS panels are available for A300 A310 A320 A330 A340 aircraft An airline may choose one single ATC TCAS panel for all its entire fleet regardless of the transponder model Figure 2 2 gives an example of ATC TCAS panel Other ATC TCAS panels are illustrated at http www gableseng com platform asp AUTO STBY fon ATC FAIL ODA 35cn Note The flight crew must not O wort ee A e confuse the transponder STBY E a mode with the TCAS STBY fG yD CO wenn z mode Refer to Safety First ay pe ee gee Magazine Edition 4 June 2007 re ip ei ALT RPTG Do you know your ATC TCAS panel See AIRBUS References Figure 2 2 Example of ATC TCAS panel On board an aircraft departing from London Heathrow a serious incident occurred The flight crew switched the transponder ST
41. OQHAP AIB1234 Flight identification Numerical part of the flight 1234 number up to 4 characters Registration Marking It is the tail number Airline ID is the IATA 2 letter AU code Used for data link Flight I D AU1234 Airline ID followed by the flight identification up to 6 characters Used for data link Aircraft Registration F WWOW Number ARN Used for data link Aircraft Address ICAO Code data link or 380338 A unique combination of 24 bits Mode S address hexadecimal F 1 2 Appendix F AIRBUS Getting to grips with Surveillance available for assignment to an transponder format aircraft for the purpose of air ground communications navigation and surveillance Call Sign AIRBUS ONE ICAO telephony designator for TWO THREE the operating agency followed FOUR for by the flight identification AIB1234 ICAO telephony designator AIRBUS for for the operating agency AIRBUS Designator defined in ICAO Doc 8585 Recommendations for the use of radiotelephony call signs are provided in ICAO Annex 10 Volume II Chapter 5 see References ICAO designators and telephony designators for aircraft operating agencies are listed in ICAO Doc 8585 Designators for Aircraft Operating Agencies Aeronautical Authorities and Services see References F 2 2 Getting to grips with Surveillance AIRBUS Appendix G APPENDIX G AVIATION METEOROLOGY REMINDERS This ap
42. PDA It includes runways longer than 3 500 ft 1 067 m worldwide and runways longer than 2 000 ft 610 m locally 4 1 1 4 AIRCRAFT PERFORMANCE DATABASE The T2CAS includes an Aircraft Performance database The T2CAS Collision Prediction and Alerting CPA function takes into account the aircraft performances for the computation of escape maneuvers The Aircraft Performance database provides conservative climb rates taking into account aircraft weight altitude SAT landing gear and flap slat configuration engine out conditions 4 4 2 Getting to grips with Surveillance AIRBUS 4 Terrain surveillance 4 1 2 REACTIVE BASIC TAWS FUNCTIONS The following table summarizes the different reactive TAWS functions The penetration of a warning area triggers the call out written inside The charts are illustrative The figures on the coordinate axis may slightly differ from a TAWS model to another EGPWS or T2CAS However principles remain the same For more details refer to your FCOM Mode 1 Excessive Descent Rate Mode 2A Excessive Terrain Closure Rate Flaps not in landing configuration Radio Altitude ft TERRAIN TERRAIN PULL UP 4000 6 000 8000 Descent 6 000 8 000 10 000 Terrain Rate Closure Rate ftimin ft min Mode 2B Excessive Terrain Closure Mode 3 Excessive Altitude Loss Rate after Take off Flaps in landing configuration Radio Altitude ft Radio Altitude ft adio Altitude ft TERRAIN
43. ROP displays the STOP bar TOULOUSE BLAGNAC LFBO TLS TOULOUSE BLAGNAC LFBO TLS i da Figure 5 29 ROP armed with BTV brake except BTV selected selected Note The STOP bar moves along the runway as the braking distance is computed in real time according to the current flight parameters 5 6 3 4 ROP INDICATIONS WHEN ENGAGED When ROP detects a runway end overrun it Displays the computed braking distance in red on ND Displays the red message MAX REVERSE on PFD Refer to Figure 5 30 and Figure 5 31 s MAX REVERSE or KEEP MAX REVERSE ROP triggers the aural alert MAX REVERSE continuously until the complete deployment of reversers or KEEP MAX REVERSE one time At 80 kt if the flight crew fully deployed the reversers and ROP still detects a runway end overrun or Below 80 kt if the flight crew fully deploys the reversers below 80 kt and ROP still detects a runway end overrun 9 26 Getting to grips with Surveillance AIRBUS 5 Runway surveillance TOULOUSE BLAGNAC LFBO TLS Figure 5 31 PFD ROP engaged Figure 5 30 ND ROP engaged 5 6 4 INDICATIONS FOR AUTO BRAKE DISCONNECTION When the flight crew deliberately disconnects the auto brake i e press two times on the A THR instinctive disconnect pushbutton there is no indication in the cockpit When the auto brake is inadvertently or automatically disconnected aural and visual indications are provided Single chime Idd PF
44. SQWK code each time a new code different from 7500 7600 or 7700 is set This Surveillance Status is active for 18 seconds following the SQWK code change or SPI condition when the IDENT function is activated This Surveillance Status is active for 18 seconds following the IDENT function activation The Generic Emergency Indicator does not indicate either the nature of the emergency or the SQWK code 2 2 5 DISCRETE EMERGENCY CODES The Discrete Emergency Code is an element of ADS B messages coded on three bits It provides the nature of the emergency and or urgency Emergency modes o General emergency o Communication failure o Unlawful interference Urgency modes o Minimum fuel o Medical Note At the time of writing this brochure only the ACSS XS 950 P N 751 7800 10100 and T3CAS are able to transmit the Discrete Emergency Code 2 2 6 DO 260 AND DO 260A DO 260 Minimum Operational Performance Standards for 1090 MHz Automatic Dependent Surveillance Broadcast ADS B defines the standards for ADS B application DO 260A is a revision of DO 260 From an operational view the main differences are that DO 260 requires the transmission of the Generic Emergency Indicator and Discrete Emergency Codes And DO 260A requires in addition the transmission of the transponder SQWK code This latter requirement would permit a smooth transition from SSR to ADS B operations for ATC controllers as they are used to working with
45. TAU varies according to the own aircraft altitude and the TCAS sensitivity level The higher the own aircraft altitude and the sensitivity level the higher the time to intercept TAU The sensitivity level permits a balance between necessary protection and unnecessary advisories The sensitivity level goes from 1 to 7 Level 1 when TCAS is set in STAND BY failed or the aircraft is on ground In level 1 TCAS does not transmit any interrogations Level 2 when TCAS is set in TA ONLY mode RA are inhibited Levels 3 to 5 automatically selected according to the own aircraft altitude when TCAS is in TA RA mode Example For own aircraft altitude from 5 000 to 10 000 ft the sensitivity level is SL5 and TAU for TA is 40 seconds and TAU for RA is 25 seconds For more details please refer to Introduction to TCAS II Version 7 see References 3 1 6 TCAS Il CHANGE 7 1 The TCAS II Change or Version 7 1 is the result of a workshop composed of DSNA French Air Navigation Service Directorate and Egis Avia experts and sponsored by Eurocontrol The TCAS II Change 7 1 introduces two major changes The Change Proposal 112E CP112E about the reversal logic The Change Proposal 115 C0115 related to the RA ADJUST VERTICAL SPEED ADJUST Dicky Ona CP112E SOLUTION TO THE REVERSAL LOGIC ISSUE In the TCAS II Change 7 0 an issue has been identified that leads to non issuance of reversal RA in specific situations Indeed in the T
46. TERRAIN PULL UP DON T SINK 2000 4000 6000 8000 10000 Terrain Closure Rate 600 Altitude ft min Loss ft 4 5 2 AIRBUS 4 Terrain surveillance Mode 4A Unsafe Terrain Clearance Gear up and flaps not in landing configuration Radio Altitude ft TOO LOW TOO LOW GEAR ESEON Mode 4C Unsafe Terrain Clearance EGPWS only Gear up or flaps not in landing configuration Radio Altitude ft 1 000 ft gt 250kt 500 ft lt 190kt TOO LOW TERRAIN 1000 1333 2 400 Gained in Climb since Takeoff ft A318 TAWS with Steep Approach Getting to grips with Surveillance Mode 4B Unsafe Terrain Clearance Gear down and flaps not in landing configuration Radio Altitude ft TOO LOW TERRAIN TOO LOW FLAPS Mode 5 Excessive Glide Slope Deviation Radio Altitude ft GLIDE SLOPE 4 0 Dots Below G S Beam At the time of writing the brochure only A318 aircaft is certified for steep approaches To avoid nuisance alerts during steep approaches the TAWS Mode 1 envelope is slightly modified 4 6 Y Getting to grips with Surveillance AIRBUS 4 Terrain surveillance Note T2CAS Mode 2 is inhibited to avoid inadvertent alerts during approaches When there is a lateral position error T2CAS reactivates Mode 2 For the same purposes EGPWS applies an envelope modulation refer to 4 1 2 1 1 EGPWS Envelope Modulation 4 1 2 1 EGPWS MODE 6 EXCESSIVE BANK ANGLE
47. Terrain and Traffic Collision Avoidance System T2CAS at http www acssonboard com products Pages Welcome aspx Product Description Honeywell International Inc Runway Awareness and Advisory System RAAS Revision D April 2003 at http www51 honeywell com aero Products Services Avionics Electronics Egows Home3 raas4 raas_certifications html c 21 Collins WXR 2100 MultiScan Radar Fully Automatic Weather Radar Operator s Guide 1 revision 1 edition September 2003 at https www shopcollins com portal server pt 0pen 512 amp o0bj D 239 amp mo de 28in_hi_userid 200 amp cached true Honeywell RDR 4B Forward Looking Windshear Detection Weather Radar System User Manual with Radar Operating Guidelines Rev 6 February 2004 at https pubs cas honeywell com Flight Safety Foundation publications on Approach and Landing Accidents ALA and Controlled Flight Into Terrain CFIT at http www flightsafety org Technical Initiatives section ALAR and CFIT Wind Shear Training Aid ref PB88127196 US National Technical Information Service at www ntis gov Air Transport World webcast Not Your Father s Radar How current technology Is reducing training costs at http www atwonline com webcasts archive html Thales On board Airport Navigation System OANS leaflet at http www thalesonline com markets Activities Aircraft manufacturers Navigation html of s 2 References AIRBUS Getti
48. The EGPWS mode 6 is an option only available on A300 A310 family aircraft It triggers a BANK ANGLE BANK ANGLE aural alert when entering the alert area and each time the roll angle increases by 20 Radio Altitude ft 2 500 200 _ T 5 Roll Angle 0 10 20 30 40 50 4 1 2 1 1 EGPWS Envelope Modulation The Envelope Modulation function adapts the caution and warning envelopes according to the aircraft lateral position GPS or FMS The objective is to avoid inadvertent cautions and warnings during approaches to some airports e g rising terrain just before the runway threshold airport altitude significantly higher than the surrounding terrain altitude The EGPWS crosschecks the FMS position with navaids data altimeter and heading data and stored terrain data to guard against navigation errors When the FMS position crosscheck is positive the Envelope Modulation function uses the aircraft lateral position and the geometric altitude refer to 4 1 4 1 EGPWS Geometric Altitude to reduce the caution and warning envelopes during the approach on specific areas 4 1 3 PREDICTIVE TAWS FUNCTIONS EGPWS or T2CAS only not GPWS includes predictive TAWS functions also known as the enhanced functions for EGPWS EGPWS and T2CAS provide different methods for the prediction of collision The following paragraphs describe their respective predictive functions A synthetic table provides at the end of this section t
49. The TCAS module and the Mode S transponder module share the same set of antennas reducing weight and wirings The certification of the T3CAS is expected by end 2009 More information is available at http www acssonboard com media brochures T3CAS pdf 2 7 3 ROCKWELL COLLINS TPR 901 The Rockwell Collins TPR 901 is capable of ADS B NRA as per DO 260 More information is available at http www rockwellcollins com products cs at avionics systems legacy products index html 2 7 4 HONEYWELL TRA 67A The Honeywell TRA 67 A is capable of ADS B NRA as per DO 260 More information is available at http www honeywell com sites aero TCAS htm 2 8 FUTURE SYSTEMS At the time of writing the brochure no new transponder is expected on a short term 2 fith Surveillance AIRBUS 2 Aircraft identification and position reporting Please bear in mind Description To reply to SSR interrogations the transponder operates in three modes Mode A transmission of SQUAWK code Mode C transmission of barometric altitude Mode S Selective interrogations replied with enriched transmissions Transponders are also capable of operating in a broadcasting mode ADS B The introduction of ADS B aims at providing a safer and more cost effective surveillance service in regard to the traffic growth The ADS B technology enables three surveillance services based on the ADS B OUT data flow as per the European CASCADE program ADS B NRA
50. VSI A red sector on VSI indicates the forbidden vertical Speed range T1 TO Values of TO Tl and T2 vary according to TAU values refer to 3 1 4 2 Time to Intercept TAU and the sensitivity level refer to 3 1 5 TCAS Envelope In Figure 3 3 a corrective RA will be triggered because of Aircraft 1 and a TA will be triggered because of Aircraft 2 3 1 4 2 TIME TO INTERCEPT TAU TCAS determines the collision threat with TAU rather than the geometric position of CPA For two aircraft approaching on the same axis this time is the ratio of the distance between the aircraft by the sum of their speeds TAU eee or more generally TAU halik V onnaa Vrima Range rate 3 TAU refers to the Greek letter z B36 Y Getting to grips with Surveillance AIRBUS 3 Traffic surveillance The collision threat increases when TAU decreases The TCAS triggers advisories when TAU crosses predetermined time threshold This method based on TAU prevents advisories from being triggered if the TAU trend is inverted even though the range between two aircraft decreases e g aircraft of parallel airways in opposite directions illustrated in Figure 3 4 Minimum Minimum Range d TAU Min TAU Min Range Figure 3 4 TAU variation with range Note In addition to this check in the horizontal plane TCAS performs similar check in the vertical plane i e based on the ratio of relative altitude by the vertical speeds for the
51. Wind Shear Receiver Transmitter Radio Altitude Resolution Advisory ACAS Runway Awareness and Advisory System Radio Detection And Ranging Receiver Autonomous Integrity Monitoring RAAS Configuration Database Runway Field Clearance Floor Radio Management Panel Required Navigation Performance Authorization Required Runway end Overrun Protection Runway Occupancy Time Runway end Overrun Warning Rejected Take Off Reduced Vertical Separation Minima Runway Sequencing and Merging Selective Availability Standards And Recommended Practices Static Air Temperature Y AIRBUS SCP SF SIL SIL SMR SOP SPI SPP SQWK SSR STBY STC SURF T TISS T2CAS TA TAAATS TAU TAWS TCAS TCF THD THRT TIBA UAP UAT 93 Abbreviations Soft Control Panel Severity Factor Service Information Letter Surveillance Integrity Level Surface Movement Radar Standard Operating Procedure Special Position Identification Soft Pin Programming Squawk Secondary Surveillance Radar Stand By Sensitivity Time Control Surface Traffic and Terrain Integrated Surveillance System Traffic and Terrain Collision Avoidance System Traffic Advisory The Australian Advanced Air Traffic System It is not an acronym but the Greek letter z Terrain Awareness and Warning System Traffic alert and Collision Avoidance System Terrain Clearance Floor Terrain Hazard Display
52. aircraft and the weather awareness Note The weather radar basic principles remain identical to the ones described in 6 Weather Surveillance Refer to this chapter for a refresher about weather radar physics 7 1 4 1 WEATHER DETECTION With weather returns stored in a 3D buffer the AESS Weather Radar function provides different operating modes automatic and manual The following paragraphs describe the 3D buffer principles and the automatic and manual operating modes s70 Y 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance 7 1 4 1 1 3D Buffer Conventional radars directly update the weather display according to the radar antenna position The AESS radar antenna continuously scans the envelope ahead of the aircraft and stores weather returns in a 3D buffer Then the AESS uses weather information stored in the 3D buffer for display on ND and VD With the 3D buffer the weather display is no more correlated with the radar antenna position At the first activation of the weather radar e g on runway before take off or when switching from SYS 1 to SYS 2 a minimum scanning is required to fill the 3D buffer in It takes up to 30 seconds to get a full weather picture on VD and ND Figure 7 12 AESS 3D buffer e Earth Curvature Correction AESS applies a correction of the Earth curvature on weather information extracted from the 3D buffer The effects of the Earth curvature are noticeabl
53. an overrun of the runway end at landing During the final approach ROW provides aural and visual indications that invite the flight crew to consider a go around On the runway ROP provides aural and visual indications for the settings of thrust reversers ROW ROP improves the flight crew awareness regarding risks of runway end overrun ROW and ROP are optional functions and used in conjunction with OANS Operational Recommendations The main recommendations but non exhaustive are e The correct understanding of ROW and ROP indications e The proper disconnection of the auto brake Refer to 5 7 Operational recommendations for ROW ROP Regulations At the time of writing the present brochure no country has required the carriage of the ROW ROP functions Future Systems AIRBUS studies the extension of ROW ROP to the manual braking mode Runway Awareness and Advisory System RAAS Description The Runway Awareness and Advisory System RAAS is one system that fulfills the Runway Surveillance function It is a module of the Honeywell EGPWS The RAAS provides advisories about the aircraft position on or out the runway thanks to the EGPWS runway database Therefore the RAAS is unable to locate taxiways Anyway it is able to identify when the aircraft is rolling on a pavement that is not a runway at high speed AIRBUS aircraft had been certified with three call outs out of ten Approaching Runway On Runway and Take Off On Taxiway The
54. are several causes for wind shears The main ones are the following e Downburst It causes the most dangerous wind shear for aircraft as the wind shear presents a significant wind speed difference and occurs at low levels during take off and landing e Wind around obstacles A steady wind that blows on obstacles buildings mountain ranges extensive forests etc becomes turbulent and induces wind shears e Wind associated with frontal surfaces When a cold air mass slips beneath a warmer air mass clod air is denser than warm air the contact of air masses defines the frontal surface At frontal surfaces there are wind velocity discontinuities i e wind shears due to the dynamics of the frontal system different air densities temperatures displacement of air masses e Front of sea breezes Sea breeze appears due to the different temperatures over the land and sea The front of the sea breeze induces wind shears when it encounters average surface winds e Wake vortices Wake vortices are a kind of wind shear They may induce severe turbulence when the encounter occurs at a certain distance behind the generating aircraft e Radiation inversion and low level jet streams At night with fair weather conditions the land may cool down faster than the air above There is a heat transfer from the warm air to the cool ground A radiation Inversion occurs the temperature increases with height The height of a radiation inversion is approximately
55. be military radar radar jamming equipment or satellite ground earth station The Rockwell Collins WXR 2100 weather radar includes a filter that partly attenuates these interferences Figure 6 11 shows a display when the radar does not filter the interferences from radio transmitters Figure 6 11 I nterfering radio transmitters 6 1 1 8 RADIATION HAZARDS Before activating the weather radar make sure that e No one is within a sector defined by a radius of 5 m and 135 from the aircraft centerline No large metallic obstacle is within a sector defined by a radius of 5 m and 90 from the aircraft centerline Refer to FAA AC 20 68B Recommended Radiation Safety Precautions for Ground Operation of Airborne Weather Radar As a reminder the following 90 table gives the fuselage cross ARX No metallic NI sections of AIRBUS aircraft It ES gives an idea about the radiation hazard clearance Fuselage diameter A300 A310 TRESS lt 3 85 m A330 A340 5 64m A380 135 for A380 aircraft it is the 4 fuselage width 7 Nobody Figure 6 12 Radiation hazard boundary 6 11 2 6 Weather surveillance AIRBUS Getting to grips with Surveillance 6 1 2 WEATHER TURBULENCE AND WIND SHEAR DETECTION 6 1 2 1 COVERAGE Turbulence detection range 90 _ _ a 320 NM Figure 6 13 Radar coverage Note For any radars t
56. carriage of TAWS is mandatory as per ICAO Annex 6 Operation of Aircraft Part l Future Systems At the time of writing the brochure no new TAWS computer is expected on a short term 5 RUNWAY SURVEILLANCE On board Airport Navigation System OANS Description The On board Airport Navigation System OANS is a new system introduced by the A380 It Improves the flight crew situational awareness during taxi by locating the aircraft on an airport map OANS is NOT designed for guidance on ground and does not change the current taxi procedures The flight crew must correlate the OANS indications with the outside visual references Operational Recommendations The main recommendations but non exhaustive are e OANS is not a guidance tool e A regular update of OANS Airport Data Base ADB e The check of NOTAM before taxiing e The correlation of OANS indications with outside visual references Refer to 5 2 Operational Recommendations for OANS Regulations At the time of writing the present brochure no country has required the carriage of OANS 2 Getting to grips with Surveillance AIRBUS Executive Summary Future Systems The future evolutions of OANS are expected to be the integration of e The ADS B data for Traffic Surveillance e Data link applications to display NOTAM and ATC ground clearances Runway end Overrun Warning and Protection ROW ROP Description The ROW and ROP functions help the flight crew anticipating
57. caution and warning The term OBST replaces the term TERRAIN The wording varies in the same way according to the regulations EASA or FAA Refer to 4 1 5 2 TAWS Predictive Functions 4 1 5 4 EGPWS PEAKS MODE lt ops The Peaks mode display is optional It LFBO30 improves the terrain awareness of the flight crew by displaying the terrain data further than 2 000 ft below the aircraft Refer to Figure 4 4 The highest and the lowest terrain altitudes are displayed in the ND bottom right corner The lowest terrain altitude is available on EIS2 only Refer to Figure 4 17 Figure 4 17 EGPWS Peaks mode The European EASA regulations require the wording OBSTACLE AHEAD The FAA regulations require CAUTION OBSTACLE The European EASA regulations require the wording OBSTACLE AHEAD PULL UP The FAA regulations require OBSTACLE OBSTACLE PULL UP 4 20 2 Getting to grips with Surveillance AIRBUS 4 Terrain surveillance 4 1 5 5 TERRAIN DISPLAY IN POLAR AREAS The terrain database is coded in latitudes longitudes spherical coordinates and the ND is graduated in NM plane cylindrical coordinates The TAWS translates the latitudes longitudes into distances i e projection of a spherical image on a plan At high latitudes discontinuities appear in the terrain display refer to Figure 7 10 Only EGPWS is affected The T2CAS assigns a unique elevation to the region that is above 75 of l
58. ccccceeeeeeeeeeeeeeeeeeeeeeeeneeneuneengs 5 5 5 1 1 7 Map Reference Point cccccccceeeeee cece ee eeeeeeseeeeeeeeeeteeeeeeeeeeeeteeneeagennengs 5 5 Y Table of contents AIRBUS Getting to grips with Surveillance 5 1 2 5 1 2 1 sm NA 5 1 3 5 1 3 1 5 4 5 2 Jde 5 1 3 4 2G op 5 1 3 6 5 1 4 5 1 4 1 Se i ee 5 1 4 3 5 1 4 4 5 1 4 5 5 1 4 6 5 2 5 2 1 5 2 2 5 3 5 4 5 4 1 5 5 U UI UI U U U U U U U U U U U UU oR ERRE E EE UURWWWWWNPRPP Pep Ul UI UI UI 00 YNN N e E E m a UBRWNE RWNE OANS Principles sinini AR 5 5 Airport Moving Map essssssersrrererrererrrrrrererrerrrrrrsrerrrrererrererrrrrrerrrrerrrrne 5 5 Approaching Runway AdVviISOTY s sesssssrererrerrrrerererrererrrrererrrrerrrrrrererrne 5 6 OANS hdicatio nS sacccitecctcnatinsscectcncccccdenanccatencseeatenseccatecntenetenctecutenasans 5 7 ArT VADO een e aE AEE A E E E EEEE 5 8 FMS ACUVe RUNWAY cruris krr nannan E NEEE 5 8 FMS DESINACON AITON ereraa CoR EEA EEEN ANNA 5 9 ADOTE Ma ea E E E E E AE E AEE EE 5 9 Approaching Runway Indication sesssserereerersrerrerrrrrrererrererrrrrrerreree 5 11 JAN GME SaO S oae E EE ee E 5 12 OANS CONTTOlS serriisrierr innen 5 13 EFES CP RANG CS SGIO sro OEE EE E EEn 5 13 ERS Ce ND Dic play MOG errereen iinne Aa A E EN 5 13 OCU rr E E EE E ene 5 15 MOVE FUN CUO iaae E EE EEEE E EE E 5 15 Interactive Control Menu sssssserererrererrerererrrrerrrrrrererrererrrrrrerrrrer
59. characters These sub lists are sorted in alphabetical order When one aircraft does not provide its flight number dashes replace the flight number the aircraft is located at the end of the sub list 3 32 Y Getting to grips with Surveillance AIRBUS 3 Traffic surveillance For each aircraft in the Traffic List The flight number and the wake vortex category are displayed If the wake vortex category is not available a blank field replace the wake vortex category A prompt gives access to details on the aircraft refer to 3 6 4 2 2 Traffic Information Page The Traffic List page also Gives access to the ITP Traffic List IN TRAIL PROCEDURE prompt available when the ITP option is activated refer to 3 6 4 2 3 ITP Traffic List Page Provides two functions TRAF ON and FLT ID ON refer to 3 6 5 1 MCDU controls 3 6 4 2 2 Traffic Information Page When the flight crew presses one LSK PA eee next to a flight number in the Traffic M E aE AU A List the MCDU displays the TRAFFIC INFORMATION page Ss ihe Ryo WAKE VORTEX VERT SPD The TRAFFIC INFORMATION page contains the information transmitted by the given aircraft via ADS B LULES RETURN LIST a lt As described in 3 6 4 2 5 Information i sources for ADS B traffic when a piece of information is missing in ADS B Figure 3 20 Traffic I nformation page messages the TCAS is the secondary source for some pieces of information
60. data to map the traffic on ATC controller s screen in areas that are not covered by SSR i e oceanic and remote areas The ADS C application takes the place of SSR in those areas but they are not comparable Indeed the ADS C application reports the aircraft position and its intents according to conditions i e contract fixed by the ATC controller The ATC controller can set up a periodic on event e g when the aircraft sequences a waypoint or on demand i e at ATC controller s discretion contract When the ATC controller sets up a periodic contract the ADS C application reports the aircraft position on a periodic basis between 15 and 30 minutes Therefore the ATC controller cannot use ADS C to provide the same separation as with SSR OPS gt Nevertheless ADS C removes the requirement for tiring HF voice position reporting ADS C makes also the aircraft eligible for long range operations with reduced separations i e lateral and longitudinal separations reduced to 50 NM or 30 NM The ADS C coverage is larger than the SSR one thanks to the FANS technology i e a data link through satellites or HF and ACARS network connects aircraft to ATC centers For more details please refer to the Getting to grips with FANS brochure see AIRBUS References 2 5 OPERATIONAL RECOMMENDATIONS FOR TRANSPONDER This paragraph of operational recommendations is intentionally non exhaustive For more recommendations please check your FCOM
61. determine the variations of the vertical separation and of the range These variations are called vertical rate and range rate The collision threat evaluation takes into account two criteria determined with respect to the Closest Point of Approach CPA CPA is the point of minimum eye Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance range between the aircraft assuming that their trajectories do not deviate refer to Figure 3 3 The two criteria are The vertical separation at CPA The time to reach CPA or time to intercept TAU or T 3 1 4 1 VERTICAL SEPARATION Considering the vertical pute separation the range and their TO variations for a surrounding aircraft the own aircraft TCAS T1 is able to predict whether the T2 surrounding aircraft will trigger amp a TA or an RA at CPA Sate i Own aircraft J Aircraft 1 amas At CPA three zones are defined refer to Figure 3 3 The vertical separation between the _ intruder and own aircraft at CPA ai defines the type of advisory to Aircraft 2 be triggered Figure 3 3 Closest Point of Approach CPA Between TO and T1 TA Between T1 and T2 Preventive RA it instructs the flight crew to avoid certain deviations from current vertical speed A red sector only is displayed on the Vertical Speed Indicator VSI Below T2 Corrective RA it instructs to fly within a vertical speed range displayed in green on
62. ence sete eeeeeeeeeeeeeeetanennnennenngs 2 6 2 1 3 6 24 bit Address or Mode S Address cccccecee cece eee eeeeeneneeeeeeestaneeaaennennes 2 6 2 1 3 7 Automatic Dependent Surveillance Broadcast ADS B cceee eee ee ees 2 6 2 1 3 8 Extended Squitter cccccccccc cece cece cece eeeeeeeeeeeseeeeeeaeeeeeeeeeteeegugeeneeentegs 2 7 ALSS 1090 Extended Sgaite inrsctisoniitsetscaccvertaterwancannteasidsearedtoudneenetexarae tans 2 7 2 1 4 Transponder COU ONS cceccsicstvisensivciercer erie 2 8 Y Getting to grips with Surveillance AIRBUS Table of contents 2 2 Aircraft I dentification and Position Reporting with ADS B 2 8 2 2 1 ADS B Surveillance in Non Radar Areas ADS B NRA cccccccsceecccees 2 9 2 2 2 ADS B surveillance in Radar Areas ADS B RAD ccccccccccccccccceeeees 2 10 2 2 3 ADS B Surveillance on Airport Surfaces ADS B APT scccccccccccccees 2 10 2 2 4 Generic Emergency Indicator sssssssssnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 2 11 2 2 5 Discrete Emergency Codes ssssss22s222222222u222u202220u20u20uunuunnnnnnnnnnnn 2 11 2 2 6 DO 260 and DO 260A aivisicsecsacimnaidicidusecdccctencdcieccecdcnnsadisnieniianisniannns 2 11 2 2 7 Geographical Filtering of SQWK Code ssssssssssssss222u22222 2 x 2 12 2 2 8 Version Number ssssssssonnnnnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 2 12 2 2 9 Receiver Autonomous Integrity Monitori
63. function provides alerts 1 5 KNM y for cases where the runway is at EEE O PE EE high elevation compared to the terrain below the approach path In these cases the radio altitude may be so high that the EGPWS does not trigger TCF alerts whereas the aircraft could be below the runway elevation RFCF Field Alert Area Elevation The field clearance is defined as the current aircraft altitude MSL minus the elevation of the Riumway tind selected runway Minimum Runway Field Clearance ft 4 4 No Lower Limit Figure 4 6 RFCF envelope 4 1 3 2 PREDICTIVE T2CAS FUNCTIONS 4 1 3 2 1 T2CAS Collision Prediction and Alerting CPA The CPA function provides the flight crew with alerts indicating that the current flight path is hazardous due to the presence of terrain ahead The alerts permit a timely initiation of the suitable escape maneuver to avoid a CFIT A pull up Is considered as the basic escape maneuver PULL UP warning When the pull up is not possible the T2CAS announces a turn around maneuver AVOID TERRAIN warning For the prediction of CFIT the CPA detects the terrain profile augmented by an additional margin above the terrain element height called Minimum Terrain Clearance Distance MTCD with a clearance sensor Refer to Figure 4 8 The terrain profile is Basic MTCD ft extracted from the terrain piim TENTA Shoe database The MTCD irspace Airspace Airspace depends on the distance to the neares
64. hazardous situation ahead of the aircraft to avoid Controlled Flight Into Terrain CFIT Honeywell was the first to propose the Ground Proximity Warning System GPWS followed by the Enhanced GPWS EGPWS Later on ACSS released an integrated solution combining the Traffic Awareness and the Terrain Awareness functions the Traffic and Terrain Collision Avoidance System T2CAS The TCAS part of T2CAS is identical to the stand alone TCAS 2000 The TAWS part of T2CAS is also called Ground Collision Avoidance System GCAS The present chapter describes the Terrain Awareness function as per E GPWS or T2CAS These two systems are quite similar The differences are highlighted when needed 4 1 DESCRIPTION OF TAWS The TAWS functions may be split into three categories 1 Basic TAWS functions for reactive modes 1 to 5 a mode 6 Is available on A300 A310 aircraft only refer to 4 1 2 1 EGPWS Mode 6 Excessive Bank Angle 2 Enhanced TAWS functions for predictive functions e g forward looking capability 3 Optional functions e g peaks mode obstacle detection RAAS function on EGPWS The following sections describe the TAWS functions regardless of the product designations EGPWS or T2CAS Operational differences are highlighted when necessary Note 1 In this brochure EGPWS refers to P N 965 1676 002 and T2CAS refers to T2CAS standard 2 Note 2 For the description of the EGPWS RAAS function refer to 5 11 Description of RAAS
65. heavy may block HF r pulses of ground radars 10 MHz Therefore each time an p IORA l ATC controller announces iggma MHz 3 a heavy rain from his page radarscope the flight 1 GHz m PATE i crew should consider this heavy rain as extremely I l x E Taaa severe BIRU Griz ee ST Figure 6 3 Reflectivity per frequency band 6 1 1 4 GAIN The weather radar measures the precipitation rate millimeters per hour For the calibrated gain the precipitation rates are color coded as follows eek Precipitation Reflectivity Color Precipitation rate mm h factor dBZ Black PR lt 1 Z lt 20 Green 1 lt PR lt 4 20 lt Z lt 30 Yellow 4 lt PR lt 12 30 lt Z lt 40 Strong and higher 12 lt PR 40 lt Z Magenta 5 m s lt APR N A The reflectivity factor Z measures the strength of the radar return in a volume of precipitation Z depends on the number and the size of raindrops in a volume and is expressed in decibels dBZ 6 5 Y 6 Weather surveillance AIRBUS Getting to grips with Surveillance The weather radar displays turbulence in magenta each time the variation of precipitation rates APR is greater than 5 m s It should be noted that Clear Air Turbulence CAT is not detected A variation of the gain by 10dBZ implies a variation of display by one color level e g green becomes yellow with a variation of 10dBZ red becomes yellow with a vari
66. in the CLIMB CROSSING CLIMB green sector on PFD 1 500 CLI MB CROSSI NG CLI MB The own flight path will cross through the intruder s one Increase the vertical speed to INCREASE CLIMB climb 2 500 INCREASE CLI MB It is triggered after a CLIMB advisory Invert the vertical speed from DESCENT to CLI MB CLI MB CLI MB NOW CLIMB CLI MB NOW It IS triggered after a DESCEND 1 500 advisory when a reversal in sense Is required to achieve a safe vertical Y Getting to grips with Surveillance AIRBUS 3 Traffic surveillance Required separation from maneuvering intruder DESCEND DESCEND Descent at a vertical speed in 1 500 the green sector on PFD DESCEND CROSSING the green sector on PEDS DESCEND DESCEND g CROSSING DESCEND The own flight path will cross through the intruder one Increase the vertical speed to INCREASE DESCENT descent INCREASE DESCENT It is triggered after a DESCENT advisory Invert the vertical speed from CLIMB to DESCENT It is triggered after a CLIMB advisory when a reversal in sense Is required to achieve a safe vertical separation from a maneuvering Intruder 1 500 2 500 DESCEND DESCEND NOW DESCEND DESCEND NOW 1 500 Climb Min O Max 2 000 Reduce the vertical speed to fly ADJ UST VERTICAL SPEED the green sector on PFD ADJ UST It is a corrective reduce climb or Removed if TCAS II Change reduce descent or a weakening of 7 1 implemented correcti
67. in yellow for ND range greater than 10 NM dsd 0 2 VERTICAL DISPLAY VD e VD image on aircraft track When the VD image is on aircraft track and the aircraft is under specific conditions the white indication VIEW E ALONG ACFT TRK is displayed at the ENEIDA See bottom of VD _ e VD image on FMS flight plan noes f 40 path Figure 7 40 VD image on FMS flight olan path e VD image on manually 10 selected azimuth When the VD image is on manually selected azimuth the cyan indication Ea VIEW ALONG AZIM NNN NNN is the VIEW ALONG AZIM 123 manually selected azimuth is displayed at the bottom of VD The eye icon Figure 7 41 VD image on manual highlights the manual setting pelectee azueutn For instance in managed mode when the aircraft deviates from the flight plan or the XLS approach course Refer to your FCOM for details foe Y Getting to grips with Surveillance AIRBUS 7 Aircraft environment surveillance The AESS also displays a white reference line on ND to illustrate the manually selected azimuth refer to Figure 7 36 When the flight crew does not select any new azimuth value during 30 seconds the VD image automatically returns to a default VD path reference i e along aircraft track or FMS flight plan path Five seconds before the 30 second timer expires the white reference line on ND flashes The selected azimuth for either terrain or weather analysis is not a fixe
68. instinctive disconnect pushbutton on the thrust levers is a new method to disconnect the auto brake introduced by ROW ROP BTV The auto brake automatically disconnects when the aircraft reaches Okt tf the flight crew selected an auto brake mode except BTV or 10 kts if the flight crew selected BTV If the ROW ROP function is lost during the period when ROP is engaged the auto brake maintains the maximum braking performance 5 23 2 5 Runway surveillance AIRBUS Getting to grips with Surveillance 5 6 3 ROW ROP INDICATIONS 5 6 3 1 ROW INDICATIONS WHEN ARMED If the flight crew selected an auto brake mode except BTV ROW highlights the runway QFU If the flight crew selected BTV ROW displays the DRY and WET lines in magenta GS TOULOUSE BLAGNAC LFBO TLS TOULOUSE BLAGNAC LFBO TLS Figure 5 22 ROW armed with auto Figure 5 23 ROW armed with BTV brake except BTV selected selected Note 1 ROW computes the braking distances in real time Therefore the DRY and WET lines move along the runway according to the current flight conditions Vapp landing configuration aircraft position ground speed wind aircraft weight Note2 The green triangle refers to the runway selected in the FMS 5 6 3 2 ROW INDICATIONS WHEN ENGAGED e Computed braking performances not sufficient in wet conditions On ND If the flight crew selected an auto brake mode except BTV there is no additional ROW indication on ND
69. of visual separation on approach with the preceding aircraft D 1 Y Appendix D AIRBUS Getting to grips with Surveillance D 1 1 VISUAL ACQUISITION OF THE PRECEDING AIRCRAFT Current VSA procedure Basic VSA procedure Advanced VSA procedure Green italic is specific to the basic Blue italic is specific to the enhanced procedure procedure Amber italic is specific to the basic and advanced procedure Initiation by the ATC controller The ATC controller provides the flight crew with traffic information on the preceding aircraft The flight crew looks out the window to visually acquire the preceding aircraft The flight crew looks at the ND with the traffic display enabled refer to 3 6 5 1 1 TRAF ON OFF to detect the preceding aircraft o Visual contact The flight crew checks the consistency between the visual contact the ATSAW traffic information and the ATC traffic information The flight crew informs the The flight crew informs the ATC controller that the ATC controller that the preceding aircraft is in sight preceding aircraft with its i e TRAFFIC IN SIGHT Go flight number displayed on ND to the next step is in sight e g TRAFFIC AIB1234 IN SIGHT The ATC controller checks the consistency between the flight number of the preceding aircraft provided by the flight crew and the one on the surveillance display v If the flight numbers are consistent go to the next step v If the flight num
70. on ND When the TRAF ON OFF function is set to OFF the TCAS computer Removes ADS B Only symbols from ND Replaces TCAS ADS B symbols by TCAS Only symbols on ND refer to 3 6 4 1 1 TCAS and ATSAW Symbols Permits the display of the Traffic List on MCDU The TRAF ON OFF function affects the own side ND only 3 6 5 1 2 FLT 1D ON OFF The FLT ID ON OFF in the TRAFFIC LIST and the ITP TRAFFIC LIST pages refer to Figure 3 19 and Figure 3 22 displays or hides flight numbers of all ATSAW symbols on ND refer to extended label in Figure 3 12 The FLT ID ON OFF function is not available when the TRAF ON OFF function is set to OFF The FLT ID ON OFF function affects the own side ND only 3 6 5 1 3 TRAFFIC SELECT DESELECT The TRAFFIC SELECT DESELECT function in the TRAFFIC INFORMATION page selects or deselects the given aircraft The selection de selection is accordingly updated on ND The TRAFFIC SELECT DESELECT function is coordinated with the Traffic Selector refer to 3 6 5 2 Traffic Selector Note In any TRAF page the flight number follows the same legend when the flight crew e Highlights flight number in cyan brackets on MCDU or e Selects flight number in cyan on MCDU the aircraft on ND Refer to Figure 3 13 Figure 3 19 Figure 3 21 and Figure 3 23 2 Getting to grips with Surveillance AIRBUS 3 Traffic surveillance 3 6 5 2 TRAFFIC SELECTOR Traffic Selector A320 Family Cockpit A330 A340 Cockpit
71. on ND 1 000 f according to the aircraft Ref erence altitude A color coding iS 250 to 500 ft applied as in Figure 4 4 Highest _ _ ES variable Elevation Elevation The Reference Altitude is projected down along the flight path from the actual aircraft altitude to provide a 30 second advance display Reference Altitude 4 250 to 500 ft when the aircraft is name descending more than 1 000 ft min Lowest ena 2 000 ft Lowest Elevation Elevation The EGPWS provides two different modes of terrain display on ND Figure 4 4 EGPWS color coding with peaks option Standard mode the terrain is displayed according to the vertical displacement between the terrain elevation and the current aircraft altitude left 4 8 2 Getting to grips with Surveillance AIRBUS 4 Terrain surveillance side of Figure 4 4 If the aircraft is more than 2 000 ft above the terrain there is no terrain information displayed Peaks mode refer to 4 1 5 4 EGPWS Peaks Mode it displays terrain regarding to the absolute terrain elevation i e referring to the sea level instead of the aircraft elevation It improves the terrain awareness of the flight crew right side of Figure 4 4 Practically if the aircraft is more than 2 OOO ft above the terrain the terrain is still displayed with a gradient of green colors In addition the Peaks mode provides two figures in the bottom right corner of the display which ar
72. or commonly named Traffic alert and Collision Avoidance System TCAS as per TCAS II Change 7 0 fulfills the Traffic Surveillance function It provides Traffic Advisories TA Resolution Advisories RA even coordinated RA when own aircraft and intruders are equipped with Mode S transponders TCAS II Change 7 1 introduces a new reversal logic and replaces the RA ADJUST VERTICAL SPEED ADJUST by a new RA LEVEL OFF Most TCAS available on AIRBUS aircraft comply with TCAS II Change 7 0 ACSS TCAS 2000 or T2CAS Rockwell Collins TTR 921 Honeywell TPA 100A P N 940 0300 001 ACSS T3CAS and Honeywell TPA 100A P N 940 0351 001 complies with TCAS II Change 7 1 Operational Recommendations The main recommendations but non exhaustive are e The cognizance of Eurocontrol ACAS II bulletins e An appropriate and recurrent training on TCAS e The conformation to RA in any cases without delay e The adequate response to TCAS aural alerts e g ADJUST VERTICAL SPEED no flight path change based on TA only no excessive reaction to RA e The unreliability of TCAS for aircraft self separation e The immediate report to ATC in case of RA and when clear of conflict e The conformation to the initial ATC clearance when clear of conflict Refer to 3 2 Operational Recommendations for TCAS Regulations The carriage of TCAS II ts mandatory as per ICAO Annex 6 Operation of Aircraft Part Future Systems At the time of writing th
73. surrounding aircraft position The PFD provides the avoidance maneuver orders EWD provides memos and warnings relative to the TCAS ed ag TCAS DISPLAY Skat dad Navigation Display ND When TCAS is able to acquire the bearing of surrounding aircraft the ND displays surrounding aircraft according to their threat category i e OTHER PROXIMATE TA or RA For surrounding aircraft equipped with Mode A transponder the ND displays the surrounding aircraft according to their bearing and range only For surrounding aircraft equipped with Mode C or S transponder the ND displays the surrounding aircraft according to their bearing range vertical separation and vertical speed trend When TCAS is not able to acquire the bearing e g multi path propagation of surrounding aircraft the ND displays a literal indication only e g MOME The literal indication includes the range the vertical separation in hundreds of feet and the vertical speed trend The same color coding applies as the one used for graphical indications The TCAS display on ND is available in ROSE and ARC modes See Figure 3 7 3 1 7 1 2 Primary Flight Display PFD When TCAS is able to order an avoidance maneuver i e with intruder equipped with Mode C or S transponder on the Vertical Speed Indicator VSI The green sector is the safe range of vertical speed FLY TO sector The red sector is strictly forbidden Figure 3 6 TCAS display on PFD
74. the altitude thanks to the barometric altitude reported in Mode C or S Calculated from GPS positions of ADS B and own aircraft Calculated from GPS positions of ADS B and own aircraft Refer to C 2 5 ITP Distance When some pieces of information are missing the TCAS computer displays On ND Only available information On MCDU Dashes in appropriate fields except wake vortex category The TCAS computer uses the GPS position to locate the own aircraft l Q3 37 3 Traffic surveillance Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance 3 6 5 ATSAW CONTROLS With ATSAW controls the flight crew can Highlight and or select an aircraft on ND Display or hide ATSAW symbols on ND Display or hide flight numbers for all ATSAW symbols on ND The ATSAW controls except the selection function are limited to the own side ND The Captain and the First Officer can independently highlight display or hide ATSAW symbols and flight numbers on their own ND However when one flight crewmember selects one aircraft on his ND with the traffic selector or with the MCDU TRAFFIC SELECT function the ND of the other flight crewmember also displays the selection The selected aircraft is a common reference for both flight crewmembers 3 6 5 1 MCDU CONTROLS 3 6 5 1 1 TRAF ON OFF The TRAF ON OFF function in the TRAFFIC LIST page refer to Figure 3 19 displays or hides ATSAW symbols
75. the GCS function at its discretion In manual mode the GCS function is deactivated 6 19 2 6 Weather surveillance AIRBUS Getting to grips with Surveillance 6 1 5 4 LONG RANGE COLOR ENHANCEMENT ROCKWELL COLLINS The Long Range Color Enhancement by Rockwell Collins compensates the beam attenuation beyond 80 NM It emulates a red core bordered with yellow and green for a precipitation that would have appeared fully in green without the color enhancement When the aircraft gets closer to the precipitation the display gets more accurate Radar with Long Range Color Conventional radar Enhancement Figure 6 24 Weather displays with and without Long Range Color Enhancement 6 1 5 5 GAIN PLUS ROCKWELL COLLINS The GAIN PLUS includes a set of functions available in the automatic Multiscan mode Conventional increase and decrease of receiver sensitivity Variable temperature based gain Path Attenuation Compensation PAC alert Over flight protection Oceanic weather reflectivity compensation 6 1 5 5 1 Conventional I ncrease and Decrease of Receiver Sensitivity This function manages the color variation for display when the gain is manually set The MAX setting approximately represents an increase of one and half color level 16 dB The MIN setting approximately represents a decrease of one and half color level 14 dB The CAL setting is the default setting that provides a color code as depicted in
76. thunderstorm that is the most visible on radar display may get below the radar beam when the aircraft approaches the thunderstorm Consequently the thunderstorm may disappear from the display when the aircraft is getting closer to it Thanks to the pair of Multiscan radar beams the Over Flight Protection scans down to 6000 ft below the aircraft to keep the reflective part visible step 2 Figure 6 26 6 21 2 6 Weather surveillance AIRBUS Getting to grips with Surveillance Visible Top When the thunderstorm is Z within 15 NM from the Conventional d aircraft the Over Flight scan a Protection compares the image of the thunderstorm stored in the database with A the image of the last scan 6000ft The Over Flight Protection multiscan displays the image with the be strongest returns Yi Figure 6 26 Over Flight Protection with Multiscan Therefore when a threatening thunderstorm gets below the radar beam i e radar returns are weakening the image of the thunderstorm stored in the database Is displayed until the aircraft passes the thunderstorm The Over Flight Protection operates above 22 OOO ft The 6000 ft clearance below the aircraft is a maximum When the aircraft flies at 26 OOO ft the clearance is 4 000 ft 26 000 ft minus 22 OOO ft Similarly the pair of radar beams Visible Top allows the detection of thunderstorm Vaulted vault refer to Appendix G Aviation Precipit
77. tilt angle adjustment For Autotilt purposes the radar scan is divided into five sectors refer to Figure 6 13 For each sector the Autotilt function adjusts the tilt angle beam 2 in Figure 6 19 according to the terrain altitude from the EGPWS the aircraft altitude and the selected range i e geometric adjustment When in MAP mode and the Autotilt is activated the weather radar points the radar beam to the ground according to the aircraft altitude and the selected range Practically the Autotilt function prevents errors encountered when the flight crew manually set the tilt angle Refer to Figure 6 19 Beam 1 is too high Weather and terrain are over scanned Beam 2 is the optimum beam determined by the Autotilt function Beam 3 is too low Weather and terrain are under scanned Figure 6 19 Optimization of tilt setting Note The Honeywell weather radar with the Autotilt function is based on ground returns Therefore the flight crew should pay attention for the interpretation of heavy rains or ground returns 6 1 5 1 2 Autotilt Scan Pattern e In weather mode The Autotilt function operates both in short ranges less than 80 NM and in long ranges more than 80 NM Above 2 300 ft If both flight crewmembers set NDs to ranges of the same magnitude either short or long ranges the weather radar updates both ND on clockwise and counterclockwise scans With this scan pattern the weather radar refreshes the
78. to a 3D hyperboloid on which the aircraft is located The calculation of the 3D aircraft position requires 4 antennas The central processing unit calculates the intersection of the 3 hyperboloids A configuration with more than 4 antennas permits to calculate an average position with a higher z accuracy The determination of a 3D position with a 3 antenna configuration requires an additional source e g barometric altitude from Mode C transponder reply for the aircraft altitude However the resulting position is less accurate than the one determined with a configuration of 4 antennas Figure 2 7 Intersection of hyperboloids The Multi lateration technique may be either passive by listening transmissions from the transponder like ADS B OUT or active by interrogating the aircraft like ELS EHS Many signals from the aircraft are available e g SSR Mode S DME etc The following characteristics drive the choice of the signal The capability of the signal to provide the aircraft identification The availability of the signal The quality of the signal To fulfill the aircraft identification and position reporting functions the use of transponder and ADS B signals appear the most appropriate solution The minimum avionics equipage would be a Mode A C transponder for active Multi lateration technique The embodiment of Mode S transponder or ADS B avionics would enable the passive Multi lateration technique The Mu
79. triggering of a TCAS RA 3 1 5 TCAS ENVELOPES The surveillance __Lonnnn 8555 rrr errr nnn envelope is divided 9 900 ft lt Mo into four volumes 2 700 ft and 9 900 ft above 2 700 ft 2 700 ft and 9 900 ft below The horizontal range ALL E may vary from 14 to 100 NM according to the 2 700 ft l TCAS manufacturer Refer to your FCOM for more details 9 900 ft _ 7 _ _ ABOVE i BELOW n noe ee _ _ a ye 5y N s Se di 7 Tesca ee eee ee Ml Figure 3 5 TCAS surveillance envelopes 33 90 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance The flight crew can restrict the TCAS display in a given volume The flight crew selects the following settings ALL ABOVE or BELOW as per Figure 3 5 Protection envelopes are also defined to set the threat levels around the aircraft There are 4 protection envelopes around the aircraft from the farthest to the closest ones OTHER PROXI MATE TA and RA Refer to Figure 3 8 The OTHER volume is the volume outside the PROXIMATE volume from 9900 ft to 9900 ft and up to the maximum horizontal range The PROXIMATE volume covers the vertical range from 1 200 ft to 1 200 ft and the horizontal range up to 6 NM The dimensions of TA and RA volumes depend on TAU value The penetration of the TA or RA volumes triggers Traffic Advisories or Resolution Advisories respectively
80. when ROW engages Refer to Figure 5 22 If the flight crew selected BTV when ROW engages it displays The WET bar in amber The path between the runway end and the WET bar in amber 5 24 Getting to grips with Surveillance AIRBUS 5 Runway surveillance TOULOUSE BLAGNAC iiti On PFD ROW displays an amber message IF WET RWY TOO SHORT on PFD regardless of the selected auto brake mode Figure 5 24 ND ROW engaged with BTV selected wet conditions Figure 5 25 PFD ROW engaged e Computed braking performances not sufficient in dry conditions On ND If the flight crew selected an auto brake mode except BTV there is no additional ROW indication on ND when ROW engages Refer to Figure 5 22 If the flight crew selected BTV when ROW engages it displays The WET and DRY lines in red The path between the runway end and the WET and DRY lines in red eae On PFD ee ROW displays a red message RWY TOO SHORT on PFD regardless of the selected auto brake mode In case of wind shear the red message WINDSHEAR has priority gt Figure 5 26 ND ROW engaged with BTV selected dry conditions Figure 5 27 PFD ROW engaged 5 25 Y 5 Runway surveillance AIRBUS Getting to grips with Surveillance e RUNWAY TOO SHORT ROW triggers the aural alert RUNWAY TOO SHORT below 200 ft RA 5 6 3 3 ROP INDICATIONS WHEN ARMED If the flight crew selected an auto brake mode including BTV
81. with Surveillance 5 11 2 ON RUNWAY ADVISORY ROUTINE 5 11 2 1 PURPOSE i y The On Runway advisory Tl aerouns OMO O informs the flight crew on _ ONE FOUR i which runway the aircraft is lined up Figure 5 38 RAAS On Runway advisory Note The AIRBUS flight tests revealed that the On Runway advisory may interfere with the ATC take off clearance The On Runway advisory may partially or completely overlap the clearance This interference may be considered as a nuisance in daily routine operations especially when weather and visibility are fine But it was admitted the On Runway advisory to be helpful especially when weather and or visibility are unfavorable To mitigate the nuisance the latest certified RCD on AIRBUS aircraft permits to significantly reduce the audio volume of routine advisories Iddl TRIGGERING CONDITIONS e Aircraft enters a runway e Aircraft heading is within 20 of runway heading The RAAS triggers the advisory one time when the aircraft enters a runway 5 11 3 TAKEOFF ON TAXIWAY ADVISORY NON ROUTINE ON TA ON TAXI WAY gt advisory informs the flight Ly SS crew of excessive taxi speed a e or inadvertent takeoff on Figure 5 39 RAAS Take Off On Taxiway advisory taxiway Oe ade PURPOSE The Takeoff On Taxiway Note To balance the noise from the engine power setting the volume level of the Take Off On Taxiway adv
82. 10 A320 A330 A340 aircraft More information is available at http www honeywell com sites aero Egpws Home htm 4 4 2 ACSS T2CAS The ACSS T2CAS includes a TAWS module capable of predictive functions It was certified in 2004 on AIRBUS aircraft As the name indicates the T2CAS encompasses two functions traffic awareness and terrain awareness into the same Line Replaceable Unit LRU In terms of 4 25 2 4 Terrain surveillance AIRBUS Getting to grips with Surveillance architecture the T2CAS LRU is inserted into the ACAS LRU e g TCAS 2000 and EGPWS wirings are directly connected to the T2CAS refer to Figure 4 28 The advantages of T2CAS are less weight simplified maintenance less wiring less sparing More information is available at http www acssonboard com products t2cas TAWS wiring ACAS wiring TAWS wiring provisions provisions provisions T2CAS Wiring provisions ACAS wiring provisions EGPWS Figure 4 27 Standard architecture Figure 4 28 T2CAS architecture 4 4 3 TAWS MODULE OF ACSS T3CAS The ACSS T3CAS is a further step of integration including A Mode S transponder capable of ADS B OUT as per DO 260A Change 2 A TCAS compliant with TCAS II Change 7 1 An enhanced TAWS module derived from T2CAS TAWS module The advantages of this integration are the same as for T2CAS a step further reduced weight volume wiring and power consumption The TAWS module of T3CAS
83. 2 BESS ArchitectU crcencsssssdewicesreecesccesertensaccewscdacetinctecsmasatentvsnsesssmenceess 7 4 Pelee OUPS Ol FUNCTIONS eaer aE ate E EEE E ten eeu 7 5 fade Zs2 AESS OPerating MOU CS riseire rie E TA ENIN EES 7 5 7 1 2 3 AESS Reconfiguration Principles cccccccceeeeee cece eeeeeeeeeeeeeeeetsetegannnengs 7 6 7 4 3 TAWS FUNCTION sissisiciiscctvecteciccievccccinnttedscnwtwadeccnsventnenevedecsseewinesseexsutnracssces 7 7 T k 3 ls TAWS RN Posie vesissdiacenntawsauntderrtubanisiasdiaiagasseueasereakeaewveiieeaxuashanedeereasaawn 7 7 7 1 3 2 Selection of Lateral Position SOUMCE ccc cece cece cece eeeeeeeeeeeeeeeeeteeannnenees 7 8 7 1 3 3 Terrain Display in Polar Ar as ccccccccceeeeeeeeeeeeeeeeeeeeeneeeeeeetstesaaentenngs 7 8 7 1 4 Weather Radar Function sssussusuususunsuuuununnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 7 9 AlAs Wear DECON eE EEE EEA aE E EEE EEE ERS 7 9 7 1 4 2 Enhanced Turbulence Detection ssesersrrerererrerrrrrrerrrrerrrrrrrrerrrrerrrrne 7 15 7 1 4 3 Predictive Wind Shear PWS Detection susssenssrerererrrrererrererrrrrrererrene 7 15 FdA Ground Mappi Geresnis EA EA E 7 16 7 1 5 TCAS PUNCUON siiescwiasnsaunnanecevvewnscinseutetanssweseeennienneeundinienseavecendeutaceunite 7 16 7 1 6 Transponder Function sssss2ss2 22s2222uuuuuunnunnnnnnnnnnnnnn 7 16 7 1 7 Vertical DIS DIA acerca ntanancencdens saad a E Tt 7 16 7 1 7 1 Generation of Vertical Terrain VI
84. 24 bit address to interrogate a selected aircraft Refer to 2 1 3 6 24 bit Address or Mode S Address A Mode S transponder is able to respond to Modes A and C interrogations A Mode S SSR is either basic or capable of Elementary Surveillance ELE Enhanced Surveillance EHS Basic The Mode S SSR performs selective interrogations to a given aircraft in order to get the SQWK code via Mode A the altitude via Mode C and other information e g Airborne Ground status Capable of ELS EHS In addition to the basic capability ELS and EHS interrogations enable the collection of several data on ground requests such as the flight number speeds heading track selected altitude etc The Mode S lexicon The entry into operation of Mode S introduces new terms Hereinafter the Mode S lexicon describes the main terms Zhe Ducks MODE S DATA LINK Thanks to the Mode S the ground can selectively collect a large set of data Therefore the reader may find the designation Mode S data link in the literature a Wee Bese ELEMENTARY SURVEILLANCE ELS The Elementary surveillance refers to a set of Mode S data link messages These messages convey parameters such as The aircraft 24 bit address The flight number The aircraft altitude The RA report etc Z dds ENHANCED SURVEILLANCE EHS The Enhanced surveillance refers to the data link message set of the Elementary surveillance plus an additional set of data link messages Th
85. 3 1 6 TCAS II Change 7 1 for more details ACAS and ATSAW software are fully segregated inside the TCAS computer 3 6 1 ENRICHED TRAFFIC INFORMATION As a reminder a conventional TCAS is able to determine the range the bearing and the relative altitude of intruders within 30 NM refer to 3 1 Description of ACAS TCAS The TCAS computer capable of ATSAW is able to listen to ADS B messages up to 100 NM behind and ahead of the aircraft and up to 30 NM on either side of the aircraft Thanks to the information available in the Extended Squitter refer to 2 1 3 8 Extended Squitter the ATSAW function provides for any surrounding aircraft capable of ADS B OUT The flight number The heading The position The ground speed The relative altitude The indicated air speed The vertical tendency The wake vortex category The distance Refer to Appendix F for details 3 24 2 Getting to grips with Surveillance AIRBUS 3 Traffic surveillance 3 6 2 ATSAW APPLICATIONS The following sections describe the different ATSAW applications At the time of writing the brochure the ATSAW function on AIRBUS aircraft is capable of ATSA AIRB ITP and VSA applications Some details on ATSAW applications can also be found at http www eurocontrol int cascade public standard_page service_descriptions ht ml 3 6 2 1 ON GROUND ATSA SURFACE ATSA SURF ATSA SURF provides the flight crew with information re
86. 330 A340 CONTROLS TERR Inhibition of predictive oy pa functions TAD TCF for EGPWS or i CPA THD for T2CAS SYS Inhibition of basic functions G S MODE Inhibition of Mode 5 Excessive Glide Slope Deviation FLAP MODE Inhibition of TOO LOW FLAPS alert LDG FLAP 3 Inhibition of TOO LOW FLAPS alert when landing in CONF 3 A320 family aircraft only Figure 4 24 A330 A340 overhead panel 4 22 Y Getting to grips with Surveillance AIRBUS 4 Terrain surveillance Tips Set TERR to OFF when navigation accuracy check is negative When GPS PRIMARY ts lost or GPS is not installed and when the FMS navigation accuracy check negative the estimated aircraft position is not reliable enough for the terrain awareness A map shift refer to Figure 4 16 may occur and false alerts may be triggered TERR ON ND Display of TAWS terrain information on ND Note 1 TAWS terrain information a i and WXR weather information cannot Figure 4 25 TERR ON ND pushbutton be simultaneously displayed on ND Note 2 The TAWS automatically displays terrain information on ND if the TAWS triggers a predictive alert 4 2 OPERATIONAL RECOMMENDATIONS FOR TAWS D This paragraph of operational recommendations is intentionally non exhaustive For more recommendations please check your FCOM and or FCTM as they are more frequently updated 4 2 1 FOR THE AIRLINE e Operate your aircraft with the latest terrain database provided by the
87. 4 bit address does not follow its TCAS order the coordination of maneuvers gives the priority to the other aircraft i e with the lowest 24 bit address The coordination of maneuvers may be phased as follows 1 Detection The own aircraft TCAS listens to squitters 2 Acquisition The own aircraft TCAS receives a squitter and interrogates the transponder of the intruder identified by the 24 bit address contained in the squitter The transponder of the intruder replies with several data including its barometric altitude 3 Tracking The own aircraft TCAS tracks the intruder with regular interrogations 4 Coordination If the intruder becomes a threat the own aircraft TCAS computes an avoidance maneuver to avoid a risk of collision The two aircraft initiates a coordination procedure with the exchange of a coordination interrogation and a coordination reply Bekaues COMMUNICATION WITH ATC GROUND STATIONS When the TCAS triggers an RA the TCAS is able to report it to Mode S ground Stations This report informs the ATC controller that the reporting aircraft had performed an avoidance maneuver Aircraft are categorized i e OTHER PROXIMATE TA and D 7 RA according to two criteria Range Vertical the vertical separation or separation relative altitude difference of barometric altitudes and the range between aircraft Figure 3 2 Vertical separation and range Regular interrogations of surrounding aircraft permit to
88. 40 000 40 000 i 4 000 ft j Envelope nE 30 000 fy 30000 j Maximum Maximum g 25 000 7 Lower g 25 000 Lower E j Boundary 3 Boundary 5 20000 Py 5 20000 3 z 74000 ft ly 4000 ft Envelope Envelope Minimum Minimum 10 000 Upper 10 000 Upper Eri Boundary Boundary j J 0 7 0 0 60 120 180 240 300 320 0 60 120 180 240 300 320 Range NM Range NM Figure 7 18 DEFAULT WXR AUTO Figure 7 19 DEFAULT WXR AUTO envelope in climb envelope in descent e Generation of Horizontal Weather View AESS uses the On path and Off path weather concept to generate the horizontal weather view on ND The AESS displays On path weathers with solid colors and Off path weathers with dashed colors 2712 Getting to grips with Surveillance AIRBUS 7 Aircraft environment surveillance 1 On path weather envelope 3 On path weather slice F Te h ae 2 On path weather volume 4 On path weather plane projection 5 Generation of ND weather image Figure 7 20 Generation of weather view on ND Refer to Figure 7 20 Step 1 AESS draws the envelope of the On path weather on the current aircraft flight path see above Step 2 AESS rotates the On path weather envelope around a vertical axis to form a 3D envelope Step 3 This 3D envelope defines a set of vertical laser cuts in the 3D buffer 1 The thickness of the laser cut is nil Refer to 7 1 7 2 Generation of Vertical Weather View woke
89. AIRBORNE TRAFFIC SITUATIONAL AWARENESS ATSAW The A380 AESS is already capable to broadcast ADS B OUT data and is expected to implement the ATSAW application as described in 3 6 Description of ATSAW The ATSAW application makes the most of ADS B IN data to improve the traffic awareness The interactivity of the ATSAW application will be improved thanks to the interfaces provided by the A380 cockpit i e KCCU 1 29 Y 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance Please bear in mind Description The AESS is an integrated surveillance system on A380 aircraft It includes the transponder the TCAS the TAWS and the weather radar with PWS The TAWS and the weather radar use the Vertical Display VD at best to enhance the flight crew awareness on terrain and weather Therefore the AESS is also able to display on VD the terrain and weather along the path followed by the aircraft flight plan track or the azimuth selected by the flight crew The weather radar also introduces thanks to the 3D buffer the on path and off path weather concept the weather view at a selected altitude elevation mode The AESS controls are distributed on the AESS Control Panel the EFIS CP the MFD SURV page and the RMP SQWK page Operational recommendations Operational recommendations regarding the AESS functions are the same as the ones provided for the elementary systems i e XPDR TCAS TAWS WXR The
90. ATSAW symbol the TCAS ppmg computer displays the ATSAW AIB1234 symbol with its full label Ae7 lt wULe Refer to Figure 3 13 10 Figure 3 13 Highlight and selection of an ATSAW symbol Note 1 The TCAS computer displays e When it triggers a TA o All non TA aircraft with basic labels refer to Figure 3 12 If a non TA aircraft is selected and or highlighted the TCAS computer displays this non estas TA aircraft in cyan with basic labels refer to Figure aircraft 3 14 selected o The TA aircraft using one of the symbols illustrated and or in Figure 3 15 depending the flight crew setting highlighted selected and or hightlighted or not Highlighted and Basic Extended Full Selected Selected Figure 3 15 ATSAW symbols for TA aircraft e When it triggers an RA Non a o Removes the labels for all aircraft RA Highlighted Highlighted and non RA aircraft Therefore the flight crew can easily identify the intruder o Keeps the highlight circle when the Figure 3 16 ATSAW highlighted aircraft becomes an RA symbols for RA aircraft aircraft e When Clear of Conflict o Reverts all aircraft to their previous state as before the TA or RA event 3 31 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance Note 2 When an ATSAW symbol is e Highlighted and exits the ATSAW envelope and the ND range the TCAS computer o Removes the highlight signs cyan circle on ND and cyan bra
91. BY The aircraft became invisible to ATC radar beacon The flight crew confuses the TCAS STBY mode with the XPDR STBY mode following an ECAM procedure TCAS MODE STBY 2 2 AIRCRAFT IDENTIFICATION AND POSITION REPORTING WITH ADS B The objectives of aircraft identification and position reporting with ADS B are to Provide surveillance services where SSR does not exist There are some areas where the weak air traffic does not justify the installation of SSR However the provision of surveillance services may greatly improve the air traffic management Except for A380 ND where a white indication TCAS STBY is displayed when TRAF is selected on EFIS 2 8 2 Getting to grips with Surveillance AIRBUS 2 Aircraft identification and position reporting Decommission redundant SSR installations Indeed several SSR may cover a same airspace especially near international boundaries The use of ADS B instead of SSR should reduce ATC charges The benefits of ADS B upon SSR are Cost effectiveness as the ADS B receiver is far less complex than the SSR e g the ADS B receiver does not have any moving parts contrary to SSR with a rotating antenna an ADS B receiver costs ten time less than a SSR Better surveillance quality thanks to GPS position and higher refresh rate ADS B 0 5 s SSR 5 s Improved traffic situational awareness in the cockpit thanks to ADS B IN applications refer to 3 6 Description of ATSAW Red
92. C 2 5 ITP Distance ITP Volume Refer to C 2 3 ITP Volume Other Aircraft Aircraft that are not either the ITP aircraft or the Reference Aircraft Qualified ADS B ADS B data that meet accuracy and integrity requirements data for ITP Reference Aircraft One or two aircraft in the ITP volume but not at the desired flight level With qualified ADS B data That meet the ITP criteria That will be identified to ATC by the ITP Aircraft in the ITP clearance request Same Direction Refer toC 2 2 Aircraft on the Same Direction C 2 PROCEDURE C 2 1 ITP SEQUENCE 1 To initiate an ITP maneuver the flight crew must check that the ITP criteria refer to C 2 6 ITP Criteria are met The ITP criteria ensure that the ITP Aircraft and the Reference Aircraft do not get closer than the ITP separation minimum 10 NM CA Y Appendix C AIRBUS Getting to grips with Surveillance ITP separation minimum Figure C 1 ITP separation minimum 2 When the ITP criteria are met the flight crew may request an ITP clearance The ITP request contains the identification of the Reference Aircraft and the range to these aircraft The ATC controller checks that conditions are met to maintain safe separations between ITP and Reference Aircraft 3 When these conditions are met the ATC controller may deliver the clearance 4 When the ATC clearance is received the flight crew must re check that the ITP speed distance criteria are still m
93. CAS II Change 7 0 when the vertical separation is less than 100 ft the TCAS does not trigger reversal RA This issue is also known as the 100 ft box issue KEE Y Getting to grips with Surveillance AIRBUS 3 Traffic surveillance This issue has been observed in several in service events The geometry is always the same both aircraft are either descending or climbing The issue has been identified in The accident that occurred in January 2001 in Japan where several passengers were injured Both aircraft got near to each other approximately by less than 180 m 600 ft laterally and less than 60 m 200 ft vertically The collision of Uberlingen over the Lake Constance in July 2002 All passengers and crewmembers were killed In both events the ATC controller had instructed one of the aircraft to maneuver in the opposite direction as ordered by TCAS The CP112E introduces a monitoring of the compliance to RA When the own aircraft does not follow the RA and goes in the opposite direction for a certain time the 100 ft box rule is inhibited reversal of RA is then possible when aircraft get vertically closer than 100 ft In addition the CP112E predicts the vertical separation at CPA taking into account current vertical speeds When aircraft are predicted to get nearer than below a given threshold reversal of RA is authorized for aircraft vertically nearer than 100 ft Latencies in RA reversals are tailored in order
94. CCU MOVE Function Interactive Control Menu Soft Control Panel Operational Recommendations for OANS For the Airline For the Flight Crew Regulations for OANS Manufacturer for OANS Update of OANS Databases Future Systems 5 1 5 4 5 4 5 4 5 4 5 4 5 95 9 95 9 95 9 95 5 5 5 95 5 6 5 7 5 8 5 8 5 9 5 9 5 11 5 12 5 13 5 13 5 13 9 15 9 15 9 15 9 15 5 16 5 16 5 17 5 17 5 17 5 18 5 18 5 Runway surveillance Runway end Overrun Warning and Protection ROW ROP 5 6 5 6 1 oy opel kee DGrd 2 5 6 1 3 5 6 1 4 5 6 1 5 5 6 2 5 6 3 LO 5 6 3 2 5 6 3 3 5 6 3 4 5 6 4 5 7 5 7 1 5 7 2 5 8 5 9 5 10 5 11 5 11 1 ei Mey A adL 5 11 2 sAN Sellvevd 5 11 3 s MARSA s oi S 5 12 5 13 5 14 5 15 Y AIRBUS Getting to grips with Surveillance Brake To Vacate BTV Description of ROW ROP ROW ROP Principles ROW Engaged ROP Armed ROP Engaged ROW ROP Indications ROW Indications When Armed Auto Brake Disconnection Automatic Detection of the Runway for Landing ROW Armed ROW Indications When Engaged ROP Indications When Armed ROP Indications When Engaged Indications for Auto Brake Disconnection For the airline For the flight crew Purpose Regulations for ROW ROP Manufacturers for ROW ROP BTV Future systems Description of RAAS Approaching Runway Routine Triggering Conditions Operational recommendations for ROW ROP Runway Awareness and
95. D ECAM Figure 5 32 Indications for inadvertent or automatic auto brake disconnection In addition all ROW ROP and BTV indications are removed from display 5 6 5 ROW ROP CONTROLS Slee eel RUNWAY SHIFT The flight crew inserts runway shifts via the OANS MAP DATA page Figure 5 33 MAP DATA to Figure 5 35 The flight crew can EME insert runway shifts for one runway only pim CENTER MAP ON RWY 13L at a time _ STAND Used unit m or ft is defined by pin _ OTHER A 3048 o PrograRnTNg Figure 5 33 Select LDG SHIFT sD 2 5 Runway surveillance AIRBUS Getting to grips with Surveillance ARPT SEL STATUS ARPT SEL STATUS y RWY erw THRESHOLD SHIFT 500 gt _ TWY END SHIFT B STAND i 5 TORA y OTHER RETURN SHIFTED LDG DIST Figure 5 34 Enter runway shifts Figure 5 35 Runway shifts entered Note Runway shifts are not erased at the end of the flight They remain active for the next flight unless the next flight crew deletes them 5 7 OPERATIONAL RECOMMENDATIONS FOR ROW ROP FOR THE AIRLINE e Train your flight crews to properly operate ROW and ROP Particular attention should be paid to task sharing monitoring of ROW ROP indications during approach 5 7 2 FOR THE FLIGHT CREW e Be sure to understand ROW and ROP indications The DRY and WET lines and the STOP bar move along the runway according to the current flight conditions Overrun situations can be anticipated thanks to these ind
96. D on FMS flight plan path VD on aircraft track Figure 7 25 VD path reference If the track changes by more than 3 after the TO waypoint the vertical view after the TO waypoint is shaded in grey Refer to Figure 7 26 When the terrain information is not available the corresponding portion of the vertical view is shaded in magenta e VD Background Image on Manually Selected Azimuth The VD background image runs along an azimuth selected by a flight crewmember refer to 7 1 9 3 SURV Panel The azimuths selected by the Captain and the First Officer for the VD image are independent The azimuth range is 60 from the current track with increments of 1 2 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance reS r a GENERATION OF VERTICAL TERRAIN VIEW According to the VD path reference aircraft track FMS flight plan or manual azimuth the TAWS function makes a vertical cut along the VD path reference in the terrain database gt S gt 3D flight plan Lateral flight plan Cut along lateral flight plan Width 2x FMS RNP or 2x FMS EPU whichever is the greater Figure 7 27 Generation of vertical terrain view along FMS flight plan path Heading Manually selected Track i A A azimuth A a Cut along track Cut along azimuth Width 2x TAWS RNP Width 2x TAWS RNP Figure 7 28 Generation of vertical Figure 7 29 Generation of vertical terrain view along track terrain view along azim
97. DCPC DMC DME DSNA DU EASA ECAC ECAM EFIS EFIS CP EGPWM EGPWS EHS EIS Terrain Concentrator and Multiplexer for Video Communication Navigation Surveillance Air Traffic Management Closest Point of Approach ACAS Collision Prediction Alerting TAWS Controller Pilot Data Link Communication Co operative Validation of Surveillance Techniques and Applications Customer Service Director and Datalink Control and Display Unit Direct Controller Pilot Communication Display Management Computer Distance Measuring Equipment Direction des Services de la Navigation A rienne Display Unit European Aviation Safety Agency European Conference Electronic Centralized Aircraft Monitoring Electronic Instrument System EFIS Control Panel Enhanced Ground Proximity Warning Module Enhanced Ground Proximity Warning System Civil Aviation Flight Mode S Enhanced Surveillance Electronic Instrument System Y AIRBUS 921 ELS EMMA2 EPE EPU EWD FAA FAC FANS FC FCOM FCU FD FDE FE FLS FM FMA FMGEC FMS FOBN FPA FSF FWS G S GCAS GCS Abbreviations Mode S Elementary Surveillance European airport Movement and Management by A SMGCS Estimated Position Error Estimated Position Uncertainty Engine and Warning Display Federal Aviation Administration Flight Augmentation Computer Future Air Navigation Systems Flight Cre
98. DS B OUT via ATC Transponders on AIRBUS Aircraft OIT 999 0057 08 BB June 2008 REF 26 ADS B OUT Capability Declaration as referenced in your AFM Contact your Customer Service Director CSD to get a copy REF 27 Getting to grips with FANS Issue III April 2007 on Airbus World at https w3 airbus com crs A233_ Flight_ Ops GN60_Inst_Supp Portlet saf ety_OED htm via Flight Operations Community 99 Y References AIRBUS Getting to grips with Surveillance AIRBUS CATALOGUES AIRBUS Standard Offer documentation on Airbus World at https w3 airobus com CDIS DOC GEN initedocgen do DA NS amp serviceld 1142 AIRBUS Upgrade Services e Catalogue on Airbus World at https w3 airbus com upgrade ecatalogue index sp Contact your Customer Service Director CSD for any questions related to these catalogues AIRBUSWORLD SUPPORT 24 7 To get the initial access to Airbus World for your company please contact your Customer Service Director CSD To get a login and password please contact the Airbus World administrator inside your company For any problems related to your access to Airbus World please contact the Airbus World Support Tel 33 5 67 19 11 00 E mail airbusworld airbus com Airbus World homepage http www airbusworld com 30 Y Getting to grips with Surveillance AIRBUS 1 Introduction 1 INTRODUCTION 1 1 What is Surveillance 1 2 1 1 1 Surveillance from the Flight Crew s Perspecti
99. DU 3 32 3 6 5 ATSAW Controls 3 38 3 6 5 1 MCDU controls 3 38 oo ee Traffic Selector 3 39 3 7 Operational Recommendations for ATSAW 3 40 3 7 1 For the Airline 3 40 3 7 2 For the Flight Crew 3 40 3 8 Regulations for ATSAW 3 40 3 9 Manufacturer for ATSAW 3 40 3 10 Future Applications 3 41 3 10 1 ATSA SURF with OANS 3 41 3 10 2 Enhanced Sequencing and Merging Operations 3 41 Y Getting to grips with Surveillance AIRBUS 3 Traffic surveillance The Airborne Collision Avoidance System ACAS or commonly named Traffic alert and Collision Avoidance System TCAS has fulfilled the Traffic Awareness function for years ACAS stands for the ICAO designation Based on gained experience from TCAS operations AIRBUS developed a new AFS vertical mode AP FD TCAS mode In order to reduce workload and stress of the flight crew during an RA alert AFS assists the flight crew with FD or AP As the ADS B technology arises a new tool to fulfill the Traffic Awareness function is now available in the cockpit the Airborne Traffic Situational Awareness ATSA or ATSAW the latter being the AIRBUS designation The large set of data supported by ADS B permits the ATSAW application to provide enhanced traffic awareness e g heading and flight number of Surrounding aircraft to the flight crew The following chapter describes the Traffic Awareness fulfilled by conventional TCAS and new ATSAW Aircraft Collision Avoidance System ACAS 3 1 DESCRIPTION O
100. EW cccee cece cece eeeeseeeeeeeeeeeteneenneneengs 7 18 7 1 7 2 Generation of Vertical Weather VIEW cc cece cece eee eseeeeeeeeeeeeeseeeneneeegs 7 19 7 1 7 3 Interpretation of Weather and Terrain Elevation On VD cccceeeeee neers 7 20 7 1 8 BESS Indications scissa AAA 7 21 7 1 8 1 Navigation Display ND cc cece cece cece ee esse ener eee eeeeeeeeeeeeeeeeteneengennengs 7 21 Vedeoze VEMICa DIS Hay yO arsa EEN cena eaeee ena A 7 22 7 4 6 3 Primary Flight Display PFD srcsrrissrrinrisrsinreiesasrinani n iruin tE erra ane NSn tian 7 24 FLA AAE r E A EE A EEE EN RE 7 24 Tide PESS GCOMENOIS reiicccsscceccccnnssccveccccscvsnncecassandisestaccscastandeceseeatiscsmendenesanc 7 24 Teed IOC SUR Rey ree a E EE 7 25 7 1 9 2 EFIS Control Panel EFIS CP cc cccccccceeee cece estes eeeeeeeeeeeteneeannnengs 7 25 Pete ioe DURY PON ccnaves sacar cana sate eres ees ena ease Senne 7 25 L94 SURV Pages On MED wocccsucetccecsateiicaraeedeesavormtneiaestusta uses xceseueameceanteneic 7 25 7 1 9 5 SQOWK Page On RMP Q 0 ccc ccc cece cece e eee e eee e eens tenses ee sse ne esanneenanees 7 27 7 2 Operational Recommendations for AESS sssssssnssnnnnnnnnnnnnnnnnnnnnnnnnnn 7 27 7 2 1 F r the PUN crrr EAA EENT 7 27 Y Getting to grips with Surveillance AIRBUS Table of contents fesd Transponder FUNCTION eiiaamciess riranna EENE EAT 7 27 Fed TICAS FUNGON oerirreresip aa rE EE AREEN E EEA 7 27
101. F ACAS TCAS The concept of airborne collision avoidance system appeared in the early 1950s with the continuous growth of the air traffic at that time Several midair collisions lead to the development of TCAS by the FAA in the United States of America Concurrently ICAO had developed the ACAS standards since the early 1980s and officially recognized ACAS on November 1993 The ICAO Annex 10 Volume IV describes the ACAS requirements and the ICAO PANS OPS Doc 8168 and ICAO PANS ATM Doc 4444 define the ACAS operational use TCAS is a tool that assists the flight crew for the visual acquisition of Surrounding aircraft The flight crew must not use the TCAS for self separation TCAS provides indications about surrounding aircraft and especially alerts about intruders that may jeopardize the safety of the flight The indications provide the flight crew with the position of surrounding aircraft relatively to the own aircraft The alerts are of two types Traffic Advisories TA that inform the flight crew of the position of intruders Resolution Advisories RA that provide the flight crew with the position of threatening intruders and instructions to avoid them ences 2 3 Traffic surveillance AIRBUS Getting to grips with Surveillance 3 1 1 TCAS DESIGNATION Th e ICAO Annex 10 Volume IV defines three types of ACAS functions ACAS is the first generation of TCAS ACAS provides Traffic Advisories TA and prox
102. FMGEC On A340 500 600 aircraft FE part of FMGEC On A380 aircraft PRIM The Severity Factor SF determines the severity of a wind shear SFrongitunal fOr longitudinal tail wind gradient SF SFrongitunat SFverticar with SFvertical for downward wind The Reactive Wind Shear triggers alerts when the estimated SF reaches a threshold This threshold depends on the real aircraft energy The lower the aircraft energy or the higher the angle of attack the lower the threshold for alerts The Reactive Wind Shear alerts are available in high lift configuration between 50 ft and 1300 ft RA 6 1 5 WEATHER RADAR FUNCTIONS PER MANUFACTURER The main manufacturers for weather radar on A320 A330 A340 aircraft are Honeywell and Rockwell Collins They use two different philosophies for the weather detection the Autotilt for Honeywell and the Multiscan for Rockwell Collins The Autotilt and the Multiscan are commonly called the automatic mode for weather radars The following paragraphs describe functions that are specific to weather radar models whereas the previous paragraphs were common to both models 6 16 2 Getting to grips with Surveillance AIRBUS 6 Weather surveillance 6 1 5 1 AUTOTILT HONEYWELL 6 1 5 1 1 Principle The Autotilt function of the Honeywell weather radar automatically adjusts the tilt angle The Autotilt function takes into account the aircraft altitude and the terrain information from EGPWS for the
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104. Flight Operations Support amp Services getting to gnps with Surveillance Issue May 2009 Y AIRBUS Flight Operations Support amp Services Customer Services 1 rond point Maurice Bellonte BP 33 31707 BLAGNAC Cedex FRANCE Telephone 33 0 5 61 93 33 33 getting to grips with Surveillance lo AIRBUS 2 Getting to grips with Surveillance AIRBUS Foreword FOREWORD The present brochure describes the surveillance in the broad sense of the term from an airborne system perspective It covers existing systems e g transponder TCAS TAWS etc as well as emerging systems e g AESS ATSAW etc and new technologies e g ADS B The present brochure provides supplementary information to existing Flight Operations documents CBT FCOM FCTM FOBN Therefore the present brochure intentionally limits the set of recommendations Please refer to existing Flight Operations documents for the complete set of recommendations The contents of this Getting to Grips brochure are not subject to Airworthiness Authority approval Therefore this brochure neither supersedes the requirements mandated by the State in which the operator s aircraft is registered nor does it supersede the contents of other approved documentation e g AFM MEL etc If any contradiction exists between this brochure and local national authority regulations or other approved documentation the latter applies While AIRBUS SAS has taken every
105. Getting to grips with Surveillance AIRBUS 3 1 3 1 1 3 1 2 oe ee 3 1 2 2 3 1 3 SARE M SRE T 3 1 4 3 1 4 1 3 1 4 2 3 1 5 3 1 7 a ee ee 3 1 8 3 2 3 2 1 3 2 2 3 3 3 4 3 4 1 3 4 3 3 4 4 3 5 3 Traffic surveillance 3 TRAFFIC SURVEILLANCE Traffic Collision Avoidance System TCAS Description of ACAS TCAS TCAS Designation TCAS Principle Detection Phase Tracking Phase TCAS and Mode S Coordinated Maneuvers Communication with ATC Ground Stations Collision Threat Evaluation Vertical Separation Time to Intercept TAU TCAS Envelope TCAS Indications TCAS Display TCAS Aural Alerts TCAS Controls Operational Recommendations for TCAS For the Airline For the Flight Crew Regulations for TCAS Manufacturers for TCAS ACSS TCAS 2000 and T2CAS Rockwell Collins TTR 921 Honeywell TPA 100A Future Systems mee ae 3 3 3 4 3 4 3 5 3 6 3 6 3 6 3 7 3 7 3 8 3 8 3 9 3 12 3 12 3 14 3 17 3 18 3 18 3 19 3 19 3 20 3 20 3 21 3 21 3 21 2 3 Traffic surveillance AIRBUS Getting to grips with Surveillance Airborne Traffic Situational Awareness ATSAW Me oa 3 6 Description of ATSAW 3 23 3 6 1 Enriched Traffic I nformation 3 24 3 6 2 ATSAW Applications 3 25 3 6 2 1 On Ground ATSA 3 25 3 0 2 2 In Flight ATSA Airborne ATSA AIRB 3 25 3 6 3 ATSAW Envelopes and Filtering Logic 3 29 3 6 3 1 ATSAW Envelopes 3 29 307902 Filtering Logic 3 29 3 6 4 ATSAW Indications 3 29 3 6 4 1 ND 3 29 3 6 4 2 MC
106. MING PIONER TEA E AA A NES 2 18 2 6 Regulations for Transponder ssssssss22222222 222222220222022202202220 220 2 05 2 19 2 6 1 Carriage of Transponder s ssssss22 22 22 22 2 22222022202220u202220uu20unnnnnnn 2 19 2 6 2 Operational Approval of ADS B OUT sssssssssss 2 20 2 7 Manufacturers for Transponder cccccccccccccccccccccccccceeeceeeeeeeeeeeeeeeeeens 2 21 2 7 1 ACSS XS 990 roinn A a 2 22 2 7 2 Transponder Part of ACSS T3SCAS sssssssssnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 2 22 2 7 3 Rockwell Collins TPR 9O01 ussusnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 2 22 2 7 4 Ho n ywel TRA G7 Dy oiiicvawesicdtdinndedudenusededennsedwdenwisdeieamseduseasioniwesncentuenes 2 22 2 8 PULUPC SYSTOIMNS sssrinin RaRa Ra 2 22 3 TRAFFI C SURVEI LLANCE assasnnsnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn ennnen 3 1 3 1 Description Of ACAS TCAS sieisssisvetinscsvenecckencciusstvcrincsersiersstrniedeereneds 3 3 3 1 1 TEAS DESO MAUlON pisciare a EE 3 4 3 1 2 TCAS PAINCIE corinne EEE EER 3 4 3 1 2 1 Doren FAA O r ar EE E E E E E E 3 5 3 1 2 2 ac DORNO orna nE E A EETA 3 6 3 1 3 TCAS and MOGS S rrinin RER 3 6 313 1 Coordinated ManeUve lS orssvnerectirr inre e EE Ea EE E 3 6 Y Table of contents AIRBUS Getting to grips with Surveillance WWWWWWW WwW www PRP RPP RP RPP ee OrIINYUAMAMHUAD AW WW Ww NNN N UJ UJ PRN EA PWN ee UJ Ul w w Ww w w W w
107. Mode S environments ELS and EHS Operate with the TCAS function Broadcast ADS B messages compliant with DO 260A Refer to 2 Aircraft identification and position reporting for more details on transponder principles 7 1 7 VERTICAL DISPLAY The Vertical Display VD is one of the novelties introduced by the A380 cockpit It provides the vertical view of Safety altitudes Weather information and Predicted trajectory Terrain information The description of VD in this paragraph focuses on weather and terrain information For more details refer to your FCOM VD displays the aircraft symbol the vertical flight plan and horizontal and vertical scales VD displays weather and terrain information as a background image The horizontal scale equals the selected ND range up to 160 NM that is the maximum horizontal VD range e g the horizontal VD range remains at 160 NM even if the ND range is greater than 160 NM in ARC mode VD adapts the vertical scale to the horizontal scale in order to fit to the VD window The VD background image runs along the lateral flight path defined by the active navigation mode or a manually selected azimuth The transponder function of the A380 AESS is compliant with DO 260A including the geographic filtering of Mode A code refer to 2 2 7 Geographical Filtering of SQWK Code TAGs Y AIRBUS Getting to grips with Surveillance 7 Aircraft environment surveillance e VD Backg
108. NS The weather radar display on ND is available in ROSE and ARC modes The weather radar displays weather uii information on ND according to the LFBO33L 320 a 4 1 NM reflectivity of targets i e green yellow Me mee or red refer to 6 1 1 4 Gain Instead of WXR MSG rounded in dash red on Figure 6 29 indications from the weather radar about the operating modes or failures are displayed 6 1 7 1 Weather Radar Messages provides the list of these indications WXR MSG VOR2 Tou 4 8 TNM 6 23 2 6 Weather surveillance AIRBUS Getting to grips with Surveillance Tips Specific weather shapes The shape of a cell provides good cues about its activity A distorted cell indicates turbulence The distortion of the cell is due to wind shears inside the cell Figure 6 30 A steep reflectivity gradient variation of colors on a short distance indicates strong convective movements and severe turbulence Figure 6 31 U shape cells hooks fingers scalloped edge cell indicate strong wind shears and turbulence Figure 6 32 to Figure 6 35 Shapes that change rapidly also indicate strong activity and turbulence Intense and frequent lightning is also a good sign for severe turbulence Figure 6 30 Cell Figure 6 31 Steep Figure 6 32 U shape cell distortion reflectivity gradient Figure 6 33 Hook Figure 6 34 Finger Tips Use different ranges on NDs The PF should select a short range on h
109. Navigation and Surveillance Surveillance provides the flight crew with awareness and alerts regarding external hazards traffic terrain weather With the air transportation increase Surveillance became of prime importance The definition of Surveillance is a question of perspective flight crew s perspective or air traffic controller s perspective From the flight crew s perspective Surveillance has been distributed among several systems transponder TCAS TAWS etc From the air traffic controller s perspective Surveillance mainly relies on ground receivers e g radar and on aircraft transponders The goals of this brochure are to Better understand how surveillance systems work Compare different surveillance systems that fulfill the same function Describe new surveillance systems expected in the near future To these ends the brochure is split into 5 main chapters that describe the main surveillance functions The Aircraft Identification and Position Reporting The Traffic Surveillance The Terrain Surveillance The Weather Surveillance The Runway Surveillance e a Tha chapter Aircraft Identification and Position Reporting focuses on Surveillance from an air traffic controller s perspective Other chapters focus on Surveillance from the flight crew s perspective These surveillance function can be combined in one single system For instances T2CAS combines Traffic Surveillance and Terrain Surveillanc
110. O or when no version number is transmitted refers to DO 260 and Version Number 1 to DO 260A Version Number 2 is expected for DO 260B 2 2 9 RECEIVER AUTONOMOUS INTEGRITY MONITORING RAIM FAULT DETECTION AND EXCLUSION FDE The RAIM FDE function performs a monitoring of the GPS position integrity It measures the confidence in the correctness of the parameters provided by the GPS constallation It enables the detection and when possible the exclusion of a faulty satellite A GPS receiver is able to perform the RAIM Fault Detection FD function when 5 satellites are visible 4 satellites enables the calculation of a 3D position the 5 satellite enables the fault detection The FDE function is an enhanced version of RAIM In addition to the fault detection FDE is able to exclude the faulty satellite As a consequence the navigation can rely on GPS satellites without interruption To that end the FDE function requires 6 satellites 4 satellites for the 3D position 1 satellite for the fault detection and 1 for the exclusion It has to be noted that the FDE function is able to detect and exclude one and only one faulty satellite If a second satellite fails it may be detected but it may not be excluded 2 Getting to grips with Surveillance AIRBUS 2 Aircraft identification and position reporting 2 2 10 GPS HORIZONTAL FIGURE OF MERIT HFOM HFOM defines the estimated accuracy of the GPS position assuming there is no satelli
111. OXIMATE aircraft on ND only if the TCAS already displays a TA or RA aircraft ALL TCAS displays surrounding aircraft in the surveillance envelope between 2 700 ft and 2 700 ft refer to Figure 3 5 ABV TCAS displays surrounding aircraft in the surveillance envelope between 2 700 ft and 9 900 ft refer to Figure 3 5 BLW TCAS displays surrounding aircraft in the surveillance envelope between 9 900 ft and 2 700 ft refer to Figure 3 5 Figure 2 2 gives an example of ATC TCAS panel S417 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance Tips TCAS switching to STBY When the flight crew sets the TCAS to STBY the transponder to STBY or the altitude reporting to OFF TCAS switches to its STBY mode i e green TCAS STBY memo on EWD no TCAS information on PFD and ND Indeed TCAS is not able to interrogate intruders or to determine the vertical separation with the intruder Therefore TCAS is not able to evaluate the threat Refer to 3 1 4 Collision Threat Evaluation For more details please refer to your FCOM 3 2 OPERATIONAL RECOMMENDATIONS FOR TCAS This paragraph of operational recommendations is intentionally non exhaustive For more recommendations please check your FCOM and or FCTM as they are more frequently updated It is highly recommended to consult the ACAS II bulletins from Eurocontrol to set and maintain a proper safety level in TCAS II operations at http www euroco
112. RAAS requires recent EGPWS software version and terrain database Operational Recommendations AIRBUS has no recommendations on RAAS operations 2 Executive Summary AIRBUS Getting to grips with Surveillance Regulations At the time of writing the present brochure no country has required the carriage of RAAS Future Systems At the time of writing the present brochure no evolutions are expected from an AIRBUS perspective for RAAS in terms on new functions 6 WEATHER SURVEILLANCE Weather Radar Description Operating in the X band frequency 9 3 GHz the weather radar detects any wet meteorological phenomena clouds precipitations turbulence Hence Clear Air Turbulence is not detected and a weak reflectivity does not necessarily mean that the area is safe e g dry hail For A300 A310 A320 A330 A340 aircraft two manufacturers are proposed Honeywell RDR 4B and Rockwell Collins WXR701X 2100 The automatic function Autotilt for RDR 4B or Multiscan for WXR 2100 is optional Operational Recommendations The main recommendations but non exhaustive are e An appropriate maintenance of all weather radar components including the radome e An appropriate and recurrent training on weather radar e A sharp knowledge on how to interpret weather radar indications e An anticipation of the weather ahead the aircraft take off cruise approach e Regular manual scans e Use of automatic mode Autotilt or Multiscan when man
113. RETURN Figure C 21 ITP not applicable Figure C 22 Non ADS B aircraft in the ITP volume C 4 OPERATIONAL ENVIRONMENT ITP can be applied in theory in any RVSM Non RVSM airspace where procedural control is used Conditions for operational approval include controller training to ITP For the procedure to provide the expected benefits a non exhaustive list of conditions are provided below Separation standards with minima greater than 15 NM Sufficient number of ADS B OUT equipped aircraft Aircraft usually following similar routes e g North Atlantic Organized Track System C 5 CRISTAL ITP CRISTAL ITP is a consortium with AIRBUS Alticode Eurocontrol ISAVIA Icelandic ANSP and NATS UK ANSP The objective of CRISTAL ITP is to validate ITP In March 2008 CRISTAL ITP performed a successful flight test with an SAS commercial flight and an AIRBUS test aircraft During the flight test the AIRBUS test aircraft performed different ITP maneuvers around the SAS aircraft The flight test occurred in the Reykjavik airspace under radar coverage to ensure Safe separations At the time of writing the brochure CRISTAL ITP has proposed a PANS ATM ICAO Doc 4444 amendment to introduce ATSA ITP to be validated by ICAO CA 2 Getting to grips with Surveillance AIRBUS Appendix D APPENDIX D ATSAW VISUAL SEPARATION ON APPROACH VSA D 1 PROCEDURE With the introduction of ATSAW in the VSA procedure the distin
114. Recommendations for AESS For the Airline Transponder Function TCAS Function TAWS Function ee ee 7 3 7 3 7 4 7 5 7 5 7 6 7 7 7 7 7 8 7 8 7 9 7 9 7 15 7 15 7 16 7 16 7 16 7 16 7 18 7 19 7 21 7 21 7 22 7 24 7 25 7 25 7 25 7 27 7 27 7 27 7 27 7 27 7 27 2 7 Aircraft environment surveillance AIRBUS T2 LA Weather Radar Function 7 2 2 For the Flight Crew ra el Transponder Function Jel 2 2 TCAS Function Tilla TAWS Function TA Weather Radar Function 7 3 Regulations for AESS 7 3 1 Transponder Function 7 3 2 TCAS Function 7 3 3 TAWS Function 7 3 4 Weather Radar Function 7 4 Manufacturers for AESS 7 5 Future Systems 7 5 1 Airborne Traffic Situational Awareness ATSAW JO Getting to grips with Surveillance 7 28 7 28 7 28 7 28 7 28 7 28 7 28 7 29 7 29 7 29 7 29 7 29 7 29 7 29 2 Getting to grips with Surveillance AIRBUS 7 Aircraft environment surveillance 7 1 DESCRIPTION OF AESS 7 1 1 INTEGRATION OF SURVEILLANCE FUNCTIONS The Aircraft Environment Surveillance System AESS is an integrated system that ensures the surveillance function on board the A380 aircraft AESS includes The Aircraft Identification and Position Reporting function Transponder The Traffic Surveillance function TCAS Il The Terrain Surveillance function TAWS The Weather Surveillance function Weather radar with PWS capability The Runway Surveillance function is outside the AESS scope
115. S 5 14 MANUFACTURER FOR RAAS The RAAS is part of the Honeywell EGPWS Additional information is available at http www honeywell com sites aero Egows Home3_CB54AACBB D55 7 208D 8CEO EC44CECAAB3B_HD821C499 7201 CFOB 5533 6EFD92534345 htm The RAAS requires recent EGPWS software version and terrain database Refer to the Honeywell RAAS Product Description available at the link mentioned above 5 15 FUTURE SYSTEMS At the time of writing the present brochure no evolutions are expected from AIRBUS perspective for RAAS in terms of new functions 5 33 Y 5 Runway surveillance AIRBUS Getting to grips with Surveillance Please bear in mind Description The Runway Awareness and Advisory System RAAS is one system that fulfills the Runway Surveillance function It is a module of the Honeywell EGPWS The RAAS provides advisories about the aircraft position on or out the runway thanks to the EGPWS runway database Therefore the RAAS is not able to locate taxiways Anyway it is able to identify when the aircraft is rolling on a pavement that is not a runway at high speed AIRBUS aircraft had been certified with three call outs out of ten Approaching Runway On Runway and Take Off On Taxiway The RAAS requires recent EGPWS software version and terrain database Operational recommendations AIRBUS has no recommendations on RAAS operations Regulations At the time of writing the present brochure no country has re
116. S AIRBUS S AS 31707 BLAGNAC CEDEX FRANCE CONCEPT DESIGN GDB MAY 2009 PRINTED IN FRANCE AIRBUS S A S 2009 ALL RIGHTS RESERVED AIRBUS ITS LOGO A300 A310 A318 A319 A320 A321 A330 A340 A350 A380 A400M ARE REGISTERED TRADEMARKS AN EADS COMPANY Proprietary document By taking delivery of this Brochure hereafter Brochure you accept on behalf of your company to comply with the following No other property rights are granted by the delivery of this Brochure than the right to read it for the sole purpose of information This Brochure its content illustrations and photos shall not be modified nor reproduced without prior written consent of Airbus S A S This Brochure and the materials it contains shall not in whole or in part be sold rented or licensed to any third party subject to payment or not This Brochure may contain market sensitive or other informa tion that is correct at the time of going to press This information involves a number of factors which could change over time affect ing the true public representation Airbus assumes no obligation to update any information contained in this document or with respect to the information described herein The statements made herein do not constitute an offer or form part of any contract They are based on Airbus information and are expressed in good faith but no war ranty or representation is given as to their accuracy When addition al information is requir
117. S The terrain database is coded in latitudes longitudes spherical coordinates The displays ND and VD are graduated in NM plane coordinates The TAWS function translates the latitudes longitudes into distances i e projection of a spherical image on a plan Consequently this Figure 7 10 World map with translation implies two limitations for interrupted Goode s projection the display of terrain Figure 7 10 illustrates discontinuities when translating a spherical world map into a plane world map The interrupted Goode s projection shows areas near the Poles with minimal distortion e Black Bands Incomplete Terrain Coverage For low latitudes the terrain information extracted from the terrain database spherical coordinates is adapted to the current latitude for display plane coordinates with small distortions Near 84 of latitude the convergence of meridians implies some significant distortions when latitudes longitudes are translated into distances In other words the terrain information cannot be adapted to the current latitude without visible discontinuities These discontinuities appear as black bands on ND the amber TERR INOP indication is displayed on VD When the aircraft gets closer to the North or South Pole the discontinuities i e black bands get larger s76 2 Getting to grips with Surveillance AIRBUS 7 Aircraft environment surveillance e Magenta Areas Unavailable Terrain Information
118. S velocity vertical rate etc Notes e Refer to 2 2 4 Generic Emergency Indicator for details on the surveillance status e The aircraft category identifies several types of category From reporting to surface vehicle or space vehicle d No TCAS also uses the short squitter also called acquisition squitter from Mode S transponder The own aircraft TCAS listens to short squitters from surrounding aircraft Mode S transponders to detect surrounding aircraft Surrounding aircraft are identified with their 24 bit address When TCAS detects a new surrounding aircraft i e a new 24 bit address via the acquisition squitters TCAS starts selective interrogations and tracking of this new surrounding aircraft Refer to 3 1 2 TCAS Principle 2 1 3 9 1090 EXTENDED SQUITTER The 1090 MHz Extended Squitter 1090 ES is the medium used to transmit ADS B data The reader may find other media to transmit ADS B data Universal Access Transceiver UAT FAA supports it for general aviation VHF Data Link Mode 4 VDL 4 The Swedish CAA supports VDL 4 However as VDL 4 causes interferences with other onboard radio transmitters AIRBUS does not support this medium eras 2 2 Aircraft identification and position reporting AIRBUS Getting to grips with Surveillance 2 1 4 TRANSPONDER CONTROLS The transponder operating modes are the following STBY AUTO ON In addition the flight crew may set the altitude reporting function to
119. SQWK codes 2 2 Aircraft identification and position reporting AIRBUS Getting to grips with Surveillance From a technical point of view the main differences in addition to the ones quoted above are that DO 260 requires the transmission of the Navigational Uncertainty Category NUC whereas DO 260A requires the Navigation Integrity Category NIC the Navigational Accuracy Category NAC and the Surveillance Integrity Level SIL instead of NUC Appendix E NUC NAC NIC SIL provides the ranges of these values 2 2 7 GEOGRAPHICAL FILTERING OF SQWK CODE When surveillance experts defined the ADS B transmissions at the beginning two philosophies stood out the US American one supporting the need for the transmission of the SQWK code for a some transition from SSR to ADS B operations and the European one seeing no need for SQWK code Consequently the industry had decided at that time the SQWK code to be transmitted through ADS B only over the USA territory Outside USA airspaces the SQWK code was not transmitted This was the Geographic Filtering of SQWK code defined in DO 260A At the time of writing the document the European philosophy has been revised considering the usefulness of SQWK codes in ADS B transmissions Consequently DO 260 A Change 2 abolishes the Geographic Filtering of SQWK code 2 2 8 VERSION NUMBER The Version Number is required as per DO 260A and identifies the format of ADS B messages Version Number
120. System OANS is a new system that provides visual indications the aircraft position on an interactive airport moving map Therefore OANS provides the flight crew with a precise aircraft position on an airport surface OANS is developed by Thales and is integrated in the A380 cockpit In future standards OANS will take benefit of emerging technologies e g ground ATC data link clearances positions of surrounding aircraft thanks to ADS B The Runway Awareness and Advisory System RAAS is an add on module of the EGPWS by Honeywell It provides aural indications call outs based on GPS position when operating in the vicinity of a runway airborne or on ground RAAS was certified on A320 and A330 A340 family aircraft in 2007 and on A300 A310 family aircraft in 2008 The runway excursion is another risk during runway operations e g Toronto Canada 2005 To that end AIRBUS proposes a Runway end Overrun Warning ROW and a Runway end Overrun Protection ROP ROW and ROP provide aural and visual indications when a risk of runway end overrun is detected during the landing phase In combination with ROW and ROP AIRBUS also proposes the Brake To Vacate BTV function BTV aims at optimizing the brake utilization and the passenger comfort when the flight crew selects a runway exit Some ROW ROP and BTV visual indications are provided on the OANS display 5 3 2 5 Runway surveillance AIRBUS Getting to grips with Surveillance On
121. T ONS stra crcy ceca reese earaunsens bras EAEEREN EE ETR 5 32 5 Operational Recommendations for RAAS sssssssssss2s2 5 33 REGUIATIONS TOF RAAS sciiiceciesiiwencnatacnsinmswineinmentennsannndsammentacesbeakisasaaetenn 5 33 Manutacturer for RAAS isdiesticccecuriiaditentinsctrniadtentinastrintidtientinaienra 5 33 FULUFC SYSTEMS sisiiictrietsivereciendesiwndiensesseddinneddiaiaentideieewedieseewneieroenete 5 33 6 WEATHER SURVEILLANCE cece ccccceeeeeeeeeneeenseenseeeseenseeseeeeeeeeeenseeaes 6 1 6 1 Description Of Weather Radar cccccccccccccccccccccccccccccccceeceeeeeeeeeeeeeeeeees 6 3 6 1 1 Radar TNGORY sivicccseisccnccecewiccaciewieieiciaicieiniuisiaisicicieiniuie winsaicioiniuis ois clsieinleie winiuisieiniuisieis a aa 6 3 6 1 1 1 Reflectivity of Water Molecules ccccccee eee e cece eset eeeeeeeeeeeeeeteeneeeeennenngs 6 3 6 1 1 2 Reflectivity of TNUNGErStOrMsS ccccccceee cess cece eee eeeeeeneeeeeeeeeetsseeaaennenegs 6 4 oL Freguency Ba GG esnearen deantrantac E a aurea ere aie vdieo 6 5 DOLES Gal annctdauenesietasoneciadondsdetivavtnntsend sean A EAA A A EA ERTA 6 5 LLD AN AN ea A E E E E E E EE 6 6 wLa RAT BE an a E E a E E 6 7 6 1 1 7 Interfering Radio TransmitterS s sesesserererrererrrrererrrrerrrrererrrrerrrrrrere 6 11 OLLES Radiation Hazards cecicavinnsnrenaberhaniiannacmcwtsasinierieee rere aeei 6 11 6 1 2 Weather Turbulence and Wind Shear Detection c
122. TAWS manufacturer Refer to SIL 34 080 See AIRBUS References for more information on terrain database update Terrain database can be downloaded at 2 EGPWS http www honeywell com sites aero Egows Home htm T2CAS http www acsscustomerservices com CustomerServices Note States that are ICAO members provide the TAWS manufacturers with the terrain database contents Each State is responsible for the definition of the terrain database content The operator is responsible for verifying the correctness of the terrain database contents with the appropriate State in which the operator operates The operator shall report errors in the terrain database to the appropriate State and its TAWS manufacturer AIRBUS SAS does not accept any liability for the contents acquisition use or update of the terrain database e Report any repetitive difficulties with a given airport to AIRBUS via your Customer Service Director CSD e Train your flight crews to use TAWS and to respond to TAWS alert safely and efficiently D 2 4 Terrain surveillance AIRBUS Getting to grips with Surveillance AIRBUS strongly recommends the implementation of the GPS position into the TAWS architecture Refer to 4 1 4 Introduction of GPS Position into TAWS Architecture and OIT 999 0015 04 999 0050 06 or 999 0034 07 See AIRBUS References e Take cognizance of the Flight Safety Foundation FSF Approach and Landing Accident Reduction ALAR tool kit a
123. The ATC controller checks the consistency between the flight number of the preceding aircraft provided by the flight crew and the one on the surveillance display v If the flight numbers are consistent the ATC controller waits the flight crew reports the traffic in sight v If the flight numbers are not consistent the ATC controller informs the flight crew that the flight number is not correct and provides the traffic information again The flight crew informs the ATC controller that the preceding aircraft is finally in sight Go to the next step At the time of writing the brochure this new phraseology was not yet validated ICAO recommendations on this new phraseology will be published in the ICAO PANS ATM Doc 4444 see References D3 2 Appendix D AIRBUS Getting to grips with Surveillance Current VSA procedure Basic VSA procedure Advanced VSA procedure Green italic is specific to the basic Blue italic is specific to the enhanced procedure procedure Amber italic is specific to the basic and advanced procedure I nitiation by the flight crew The flight crew achieves a visual contact with the preceding aircraft with visual information ATSAW traffic information and party line transmissions from the controller and other flight crews on the frequency When the preceding is in sight the flight crew checks the consistency between the visual contact and the ATSAW traffic information If t
124. Threat Traffic Information Broadcasts by Aircraft Upper Airspace Program Australia Universal Access Transceiver Abbreviations Y AIRBUS Getting to grips with Surveillance V S VD VDL VLS VMC VMO VSA VSI WAM WGS84 WX WXR XLS XPDR Vertical Speed Vertical Display VHF Data Link Lowest Selectable Speed Visual Meteorological Conditions Maximum Operating Speed Visual Separation on Approach Vertical Speed Indicator Wide Area Multi lateration World Geodetic System revised in 1984 Weather Weather Radar Landing System ILS FLS GLS Transponder 24 Y Getting to grips with Surveillance AIRBUS References REFERENCES REF 1 ICAO documents available at http www icao int icao en sales Procedures for Air Navigation Services Air Traffic Management PANS ATM Doc 4444 Fifteenth Edition 2007 Procedures for Air Navigation Services Aircraft Operations PANS OPS Doc 8168 Fifth Edition 2006 Regional Supplementary Procedures Doc 7030 Fourth Edition 2006 Manual on Low level Wind Shear and Turbulence Doc 9817 First Edition 2005 Airborne Collision Avoidance System ACAS Manual Doc 9863 First Edition 2006 Designators for Aircraft Operating Agencies Aeronautical Authorities and Services Doc 8585 Edition 142 October 2007 Operation of Aircraft International Commercial Air Transport Aeroplanes Annex 6 Part I Eighth Edition J uly 2001 Aer
125. VD introduces new logics and features Therefore a special attention should be paid to mechanisms introduced by the VD Refer to 7 2 Operational Recommendations for AESS Regulations Regulations for the integrated AESS are the same as for elementary systems i e XPDR TCAS TAWS WXR Future systems To keep pace with the deployment of the ADS B technology the AESS is expected to implement the ATSAW applications for enhanced traffic awareness 7 30 2 Getting to grips with Surveillance AIRBUS Appendices APPENDICES i gn nE Nn level Win 2 Appendix A AIRBUS Getting to grips with Surveillance APPENDIX A WORLDWIDE ADS B IMPLEMENTATION This appendix provides a global view on the main implementation of ADS B worldwide ADS B is an emerging technology and its implementation is concentrated in Europe USA Australia and Asia at the time of writing the brochure Some local implementations exist where ADS B is more profitable than SSR e g the French La R union island Indian Ocean Mandate dates for ADS B are provided for information only Refer to the appropriate Authority for the final dates A 1 THE EUROPEAN CASCADE PROGRAM A 1 1 DESCRIPTION Europe progressively implements all ADS B applications in the frame of the CASCADE program The CASCADE program is one of the first bricks to found future ATM operations to be implemented in SESAR The first operational approvals for ADS NRA were deli
126. about temporary airport taxi restrictions In addition OANS may not display recent changes new buildings or construction areas Refer to NOTAM 2 9 Ee AIRPORT MAP OANS displays on ND a background picture called the Airport Map OANS constructs the Airport Map with AMDBs 5 4 2 Getting to grips with Surveillance AIRBUS 5 Runway surveillance 5 1 1 4 COVERAGE VOLUME The coverage volume is a cylinder 5 000 ft centered on the Aerodrome Reference Point center of the airport map with a radius of 20 NM and a height of 5 000 ft Figure 5 1 Coverage volume Dido dy ds AIRPORT MAP DISPLAYED IN ARC AND ROSE NAV MODE The airport map displayed in ARC or ROSE NAV mode is the nearest airport of either the departure airport or the destination airport as entered in FMS OANS determines the displayed airport with the coverage volume If the aircraft is in the coverage volume of an airport stored in ADB OANS displays the map of this airport 5 1 1 6 AIRPORT MAP DISPLAYED IN PLAN MODE The airport map displayed in PLAN mode is either The airport selected by the flight crew or The default airport determined by OANS The default airport is either the departure airport or the destination airport OANS determines the default airport as the most suitable airport according to the following parameters The distance between the departure and destination airports The distance between the aircraft and the departure or dest
127. ady proposes systems capable of airborne ATSAW applications refer to 3 6 2 ATSAW Applications and plans to cover all applications Manufacturers that propose TCAS computer capable of ATSAW are Honeywell with a new version of TPA 100A At the time of writing the brochure the certification is expected very shortly mid 2009 ACSS with tts T3CAS The certification of ACSS T3CAS is planned for the end 2009 Note For the remainder of the document ATSAW function refers to as a part of the airborne system ATSAW applications refer to the operational use of the ATSAW function in a given context 3 6 DESCRIPTION OF ATSAW The Airborne Traffic Situational Awareness ATSAW function displays traffic information to the flight crew like a TCAS However the main differences are The ATSAW function listens to ADS B messages broadcast by Surrounding aircraft The ATSAW function is also called ADS B IN function refer to Figure 3 11 and 2 1 3 7 Automatic Dependent Surveillance Broadcast ADS B The ATSAW function displays only surrounding aircraft equipped with an ADS B OUT emitter that operates on 1090 MHz e g Mode S EHS transponder capable of ADS B OUT The ATSAW traffic information is enriched Compared to TCAS traffic information the ATSAW function provides in addition but not limited to the flight identification the orientation the speed and the wake vortex category of Surrounding aircraft refer to 3 6 1 Enric
128. aft ssssssssssnunnnnnnnnnnnnnnnnnnnnnnn D 2 D 1 2 Clearance for the Maintenance of the Visual Separation with the Preceding ACCAR e E D 4 D 1 3 Maintenance of Visual Separation on Approach ssssssssssssussussus s ssonn D 5 D 2 Operational Environment sssssssus2us022us0u2222u2022u2022usu2020usuuunnnnnnnnnnnnnnnnnnnn D 5 APPENDIX E NUC NAC NIC SIL eeeeeeeeeeseasseaeseaseenssessenaseseeeeeneeas E 1 APPENDIX F IDENTIFICATION OF AN AIRCRAPT cc cceecseeeeeeeeeeees F 1 APPENDIX G AVIATION METEOROLOGY REMI NDERG essences G 1 G 1 Standard Atmosphere ssssssssssunnunnunnnnnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn G 1 Gi2e TNRUNGEESCORMNS sic ccictercisececnectiscsaccsadiviacseatsauniasisansuerrissnienssestenrcssnensienacenseis G 2 GZ Ds FOMATO e E nes vexssnvsieussuessuunsuxenenseeecees G 2 CRP me aye 6 Cf cnn nee eee nn eee ee ne G 3 G 2 3 Multi Cell ThunderStorMS iciisasssesicccssccdsccstscdcccctccccscccsctcsevecndccesecctecusececcceun G 3 Gi2 4 SUPE Cell oriin AAAA G 3 G 2 5 Oceanic Cell ssssusnnnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn G 3 G26 Sgu LUNG sarne G 3 GJ Pall ENCOUNLET cesririsdernri E G 4 G A TUDUNG E ssiri EAEE EEEE G 4 G 4 1 Clear Air Turbulence CAT ssssssssssnunnunnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnennnnnnnn G 4 G 4 2 TUFDUICNCE DOME srrriranspiann aANT EAA G 4 GA 3 Thunderstorm Va
129. aft Environment Surveillance Units AESU e Two Radar Transceiver Units RTU that makes the interface between AESU and the weather radar antenna e One Weather Antenna Drive Unit WADU that ensures the scanning movement of the weather radar antenna and its stabilization e One weather radar flat antenna e One SURV panel e Four identical TCAS Mode S antennas Each AESU includes three modules e TCAS XPDR module A single module contains the TCAS and XPDR functions to take benefits from a higher integration smaller size lower consumption simpler design shared TCAS XPDR antennas e TAWS module is roughly equivalent to EGPWS e WXR PWS module ensures the basic functions detection of weather wind shears turbulence ground mapping and introduces a new feature 3D buffer RMP f FCU i AESS Control Panel Figure 7 1 Simplified AESS architecture For any module each AESU records various parameters for any events that occur during the flight e g TCAS parameters relative to an RA 7 4 2 Getting to grips with Surveillance AIRBUS 7 Aircraft environment surveillance 7 1 2 1 GROUPS OF FUNCTIONS The integration highly simplifies the architecture However it introduces some new rules in terms of operations The architecture with two AESUs duplicates each surveillance function Each AESU groups the functions as AESU1 AESU2 follows WXR WXR TAWS TAWS TCAS XPDR Figure 7 2 AESU groups of fu
130. aft above or below the cleared flight level especially in RVSM airspaces e Check that TCAS is active while approaching a runway for take off An active TCAS at that time enables to check there is no landing traffic before lining up on the runway and to prevent omissions of TCAS activation for take off e Refer to ICAO Doc 9863 Airborne Collision Avoidance System ACAS Manual and Part III Section 3 Chapter 3 of Aircraft Operations Flight Procedures Doc 8168 OPS 611 Volume I for operational guidelines see References 3 3 REGULATIONS FOR TCAS The interpretation of regulations in this paragraph is limited to AIRBUS aircraft at the time of writing this brochure The carriage of ACAS II as per ICAO Annex 10 Volume IV is mandatory in all ICAO member States as per ICAO Annex 6 Operations of Aircraft Part I 3 19 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance 6 18 1 From 1 January 2003 all turbine engined aeroplanes of a maximum certificated take off mass in excess of 15 000 kg or authorized to carry more than 30 passengers shall be equipped with an airborne collision avoidance system ACAS IlI 6 18 4 An airborne collision avoidance system shall operate in accordance with the relevant provisions of Annex 10 Volume IV As per EASA EU OPS 1 668 ACAS II is mandatory As per FAA FAR 121 356 ACAS II is mandatory 3 4 MANUFACTURERS FOR TCAS At the time of writing the brochure
131. aft are compliant with TCAS II Change 7 Therefore TCAS refers to equipment compliant with TCAS II Change 7 0 for the remainder of the document except when specified 3 1 2 TCAS PRINCIPLE TCAS works autonomously and independently of the aircraft navigation equipment and ATS ground systems Therefore to detect and track any surrounding aircraft TCAS periodically interrogates surrounding aircraft transponders The interrogation principle is similar to the one for SSR l The own aircraft TCAS interrogates the surrounding aircraft transponder Both aircraft must be equipped with Mode S transponders for coordinated maneuvers GBA Y Getting to grips with Surveillance AIRBUS 3 Traffic surveillance 2 The surrounding aircraft transponder replies to the own aircraft TCAS with data provided by the surrounding aircraft TCAS e g RA generated by the Surrounding aircraft TCAS Thanks to the interrogation principle the TCAS Surrounding aircraft Z computes the following Own aircraft ii a parameters to determine 74 the collision threat E ee vA The range between a aircraft by measuring 4 Interrogation the elapsed time a ee 1030 MHz between the _XPDR 4 Reply interrogation and the 1090 MHz reply Figure 3 1 TCAS interrogation and transponder reply The relative altitude with the barometric altitude transmitted by Mode C or S transponders The variations of range and altitude with successive interrogations Th
132. ailable in the TRAFFIC LIST page refer to 3 6 5 1 igure 3 227 LTE Tratte Rist page MCDU controls The flight crew selects the RETURN prompt LSK 6L to return to the TRAFFIC LIST page When the flight crew entered the desired FL the TCAS computer computes the opportunity to perform an ITP refer to C 2 5 ITP Distance The ITP Traffic List displays The flight level taken into account for the computation LSK 1L The opportunity to perform an ITP LSK 1R The ITP distances to aircraft included in the ITP volume LSK 3L to 5L refer to C 2 5 ITP Distance and C 2 3 ITP Volume The ITP Traffic List displays only aircraft that are on the same direction refer toC 2 2 Aircraft on the Same Direction ITP TRAFFICLIST DESIRED FL ITPTRAFFICLIST DESIRED FL IN TRAIL DIST IN TRAIL DIST Hoo Q AZE1597 AZE1597 TYU7914 TYU7914 onoono gt pooni lt al m noo lt RETURN TRAFFIC AT FL370 RNG38 lt RETURN Figure 3 24 ITP possible with detected non ADS B aircraft Figure 3 23 ITP possible The TCAS computer displays the message TRAFFIC AT FLXXX RNGYY refer to Figure 3 24 when A Surrounding aircraft is within 80 NM and at the desired FL entered in LSK 1L or There is a TCAS Only aircraft between the current FL and the desired FL or There is an ADS B Only aircraft on the track at less than 30 NM or 3 34 Y Getting to grips with Sur
133. ain consistent with current ND definition when OANS is active Figure 5 11 A380 EFIS CP mode selector 5 13 MA SZ 5 Runway surveillance AIRBUS Getting to grips with Surveillance PARIS ROISS CDG LFP TOULOUSE LFBO TLS 46C A m ee Quercy A one atm an 48B Figure 5 14 ND PLAN mode ARC mode The aircraft symbol is fixed at the bottom of the screen The Airport Moving Map moves according to the aircraft heading and its position The Airport Moving Map is orientated in true or magnetic reference according to the TRUE MAG push button setting ROSE NAV mode The aircraft symbol is fixed and centered on the screen The Airport Moving Map moves according to the aircraft heading and its position The Airport Moving Map is orientated in true or magnetic reference according to the TRUE MAG push button setting PLAN mode The airport map is fixed centered on the Map Reference Point at the time of the PLAN mode selection and orientated towards to the true north The aircraft symbol moves according to its current heading and position 5 14 2 Getting to grips with Surveillance AIRBUS 5 Runway surveillance 5 1 4 3 KCCU The flight crew uses the KCCU to interact with the MFD and the ND The flight crew uses the track ball and the click button to move the airport map 5 1 4 4 MOVE FUNCTION The MOVE function uses the drag technique Press down the KCCU click button and drag with the
134. aircraft o The visual scans provide a rough estimate of the range the relative altitude and the vertical tendency o Instrument Meteorological Conditions IMC limit the visual scans ATSAW AIRB improves the construction of traffic awareness as It detects all aircraft capable of ADS B OUT around the own aircraft Itis more precise than visual scans for the location of surrounding aircraft It does not depend of the meteorological conditions It reduces the mental effort of the flight crew to construct the traffic picture 3 6 2 2 2 Visual Acquisition for See and Avoid The See and Avoid procedure mainly relies on the visual acquisition of surrounding aircraft However the flight crew hardly achieves the visual acquisition of an aircraft because o Aircraft that fly VFR are often small and aircraft that fly IFR are bigger but faster o An aircraft on a collision course remains on a constant bearing The flight crew hardly detects the threat due to the lack of apparent relative movement o In busy flight phases e g approach the flight crew may inadvertently reduce the time for visual scans due to the workload increase o The windshield limits the visual scans Some dead angles appear in Specific aircraft attitude e g during a turn o The flight crew may wrongly identify an aircraft through visual scans ATSAW AIRB improves the visual acquisition for See and Avoid as It provides a precise location of Surroundi
135. aircraft is getting closer to the precipitation 6 9 2 6 Weather surveillance AIRBUS Getting to grips with Surveillance Conventional radar Radar with Sensitivity Time Control Figure 6 9 Weather displays with and without STC 6 1 1 6 4 Weather Ground and Sea returns e Weather Ground Returns The weather radar links radar returns to a color according to their intensity As ground returns are of high intensity colors are then useless to distinguish weather returns from ground ones The shape of displayed patterns and the use of tilt help in determining the nature of returns weather or ground Ground returns sharp or broken shape significant color variation when the tilt setting changes Weather returns large and diffuse shape light color variation when the tilt setting changes e Sea Returns Returns of large bodies of water e g sea lake are different according to the State of the water surface and the direction of waves Radar returns are weak from calm waters but are strong if the radar pulses hit the downwind side of waves on a choppy water Calm water Choppy water Figure 6 10 Radar returns on calm and choppy waters 6 10 2 Getting to grips with Surveillance AIRBUS 6 Weather surveillance 6 1 1 7 INTERFERING RADIO TRANSMITTERS Radio transmitters that operate a frequency close to the weather radar one i e 9333 MHz can interfere and produce unusual displays Those transmitters may
136. and is supported by the OANS refer to 5 1 Description of OANS The integration of these functions removes some drawbacks brought by individual surveillance systems Indeed the well known surveillance systems had been defined to cope with one single issue and had appeared all along the aviation history the weather radar in 1970 s the GPWS in 1974 the TCAS in 1990 s and the PWS in 1994 The drawbacks of a cumulative architecture resulting from the history of surveillance functions are Limited management of alert priority Poor interactivity between functions Multiplication of control panels Heterogeneous alerts from various manufacturers Complex management of spares of different systems from various manufacturers Complex installation wiring antennas Weight size consumption and maintenance tasks multiplied by the number of systems High global cost From an operational perspective AESS optimizes the layout of controls and aay in the cockpit EFIS CP Controls of display ND Display of surveillance information PFD Display of alerts ECAM Display of failures or memo SURV panel on pedestal Quick access to controls of main surveillance functions MFD SURV page Access to all surveillance functions settings status and reconfiguration 73 2 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance 7 1 2 AESS ARCHITECTURE The AESS includes e Two Aircr
137. and or FCTM as they are more frequently updated 2 5 1 CONVENTIONAL TRANSPONDER OPERATIONS elu FOR THE AIRLINE Refer to 3 2 Operational Recommendations for TCAS 2 2 Aircraft identification and position reporting AIRBUS Getting to grips with Surveillance fas a A FOR THE FLIGHT CREW In normal operations set the transponder to AUTO and the altitude reporting function to ON Transponder settings affect TCAS operations Be sure not to confuse controls when operating the ATC TCAS control panel Refer to Safety First Magazine Edition 4 June 2007 Do you know your ATC TCAS panel See AIRBUS References Refer to Part III Section 3 Chapter 1 of Aircraft Operations Flight Procedures I CAO Doc 8168 OPS 611 Volume I for guidelines related to transponder operations see References 2 5 2 ADS B OPERATIONS Ded ki FOR THE AIRLINE Make sure that your flight crews are familiar with ADS B e g technology phraseology routine and emergency procedures as published in AIP etc Refer to See References o Eurocontrol Flight Crew Guidance for Flight Operations in ADS B only Surveillance Airspaces o Atrservices Australia Flight Operations Information Package and CASA Pilot Information Booklet Ensure that the operational documentation AFM MEL FCOM is correctly updated Ensure that the aircraft 24 bit address is correctly set in avionics Instead of the flight number filled in the ICAO flight plan ANSP may use th
138. approximately i determined by the following formula Beam diameter ft 50 NM 4 e 70 000 ft 3 5 x Distance NM 00 35 000 ft 17 500 ft Example Distance 50 NM e Distance 00 5 000 DA Do Beam diameter 17 500 ft Figure 6 5 Beam diameters e Range Resolution The radar beam emits pulses to detect weather For long range detection more than approximately 80 NM high energy pulses i e wide pulses are transmitted to compensate the beam attenuation Therefore pulses for long range detection are wider than pulses for short range detection When the pulse width is shorter than the distance between two precipitations the weather radar detects two precipitations When the pulse width is longer than the distance between two precipitations the weather radar detects one precipitation Shorter the pulse or shorter the range higher the range resolution Consequently the weather radar may display two distinct precipitations detected at long range as a Single block And when the aircraft gets closer to the precipitations the weather radar may display the precipitations as two distinct blocks asing Buo e Azimuth Resolution With an aperture of 3 5 the width of radar beam Significantly increases with the range An analysis similar to the range resolution may be made with the width of the radar beam Range Resolution amp Azimuth Resolution
139. ase bear in mind Description The ATSAW function uses ADS B data to enhance the Traffic Surveillance of the flight crew A new generation of TCAS computers hosts the ATSAW function The introduction of the ATSAW function in the TCAS computer does not change the ACAS logic and the TCAS procedures The ACAS and ATSAW software are fully segregated inside the TCAS computer ATSAW applications are ATSA AIRB ATSA VSA ATSA ITP ATSA SURF not yet available TCAS computer capable of ATSAW on AIRBUS aircraft are new version of Honeywell TPA 100B early 2010 and ACSS T3CAS early 2010 Operational recommendations The main recommendations but non exhaustive are e An appropriate training on ATSAW with different applications AIRB ITP VSA e A particular attention to flight crew training to ATSA ITP e The correlation of ATSAW information with visual information out of the window e The use of the ATSAW function for traffic awareness only Refer to 3 7 Operational Recommendations for ATSAW Regulations At the time of writing the present brochure no country has required the carriage of ATSAW Future systems To improve the Traffic Surveillance during taxi AIRBUS is currently developing the integration of the ATSA SURF application in the OANS for all AIRBUS aircraft 13 40 Getting to grips with Surveillance 4 1 4 1 1 4 1 1 1 4 1 1 2 4 1 1 3 4 1 1 4 4 1 2 4 1 2 1 4 1 3 4 1 3 1 4 1 3 2 4 1 3 3 4 1 4 4
140. ation of 10dBZ Note Turbulence remains magenta regardless of the gain setting 6 1 1 5 ANTENNA 6 1 1 5 1 Parabolic and Flat Antennas There are two types of weather radar antenna parabolic for the first generation of weather radar on A300 A310 and former A320 aircraft and flat for the recent generation on A320 A330 A340 aircraft e Parabolic Antenna The parabolic antenna produces a wide main beam and large side lobes Consequently the large side lobes present the advantage of scanning below the aircraft but also drawbacks like ground returns on display and the inability to reliably detect wind shears e Flat Antenna The main beam from a flat antenna is more contained than the one from a parabolic antenna Moreover side lobes are smaller With a flat antenna the display is more accurate ground returns are significantly reduced but the capability to scan below the aircraft IS lost 6 1 1 5 2 Side Lobes Significant side lobes may be produced by parabolic antennas or may be the result of damages degradations on the antenna or the radome 6 6 Y Getting to grips with Surveillance AIRBUS 6 Weather surveillance e Cat s Eyes Phenomenon The Cat s eyes also known as Altitude rings or Ghost targets appear at 45 between 4 and 8 NM when the aircraft is at approximately 3000 ft above the ground They are the results of ground returns due to side lobes They are not visible when the airc
141. ations meteorology reminders G 4 3 Wa Radar Thunderstorm Vault thanks to the S Qh Top upper beam Indeed the most reflective part of a vaulted thunderstorm is the intermediate part instead the bottom part Figure 6 27 Thunderstorm vault Therefore as the upper beam scans the intermediate part the flight crew is able to correctly evaluate the thunderstorm threat 6 1 5 5 5 Regional Weather Reflectivity Compensation The reflectivity of a cell varies according to the region where the cell develops refer to Appendix G Aviation meteorology reminders G 2 5 Oceanic Cell A regional weather reflectivity compensation adjusts the gain and tilt for a more accurate representation of a cell in a given region The regional weather reflectivity compensation activates when the aircraft is over a specific type of region The weather radar detects the type of the flown region thanks to an internal data base The internal data base includes oceanic equatorial and polar regions Based on the aircraft position the Multiscan radar provides an optimum tilt adapted to the flown region 6 22 2 Getting to grips with Surveillance AIRBUS 6 Weather surveillance 6 1 6 REACTIVE WIND SHEAR INDICATIONS WI N D S H EAR WI N D S H EAR SPEED FINAL APP An WIND SHEAR E MDA 950 AITHR The red WIND SHEAR indication on PFD flashes Figure 6 28 Reactive Wind Shear warning on PFD 6 1 7 WEATHER RADAR INDICATIO
142. ations through flight tests and simulator sessions It has to be noted that a major airline selected the same set of call outs as a result of an evaluation of several months on other aircraft model The following sections describe only the call outs certified on AIRBUS aircraft The first two call outs are routine advisories as the RAAS systematically triggers them on each flight The last call out is a non routine advisory as the RAAS only triggers it when specific conditions are met All these call outs are triggered on ground 5 11 1 APPROACHING RUNWAY ON GROUND ADVISORY ROUTINE 5 11 1 1 PURPOSE The Approaching Runway advisory informs the flight crew that the aircraft is approaching a runway edge The advisory announces the closest runway end refer to Figure 5 37 s APPROACHING if APPROACHING ls ONE FOUR Ls THREE TWO 7 v Figure 5 37 RAAS Approaching Runway advisory 3 ie Be TRIGGERING CONDITIONS e Ground speed is less than 40 kt e Aircraft is within a specified distance to the runway This distance is a function of ground speed and closure angle The higher the ground speed the earlier the advisory e f more than one runway meet the conditions e g two runways within 20 of heading of each other the advisory is APPROACHING RUNWAYS The RAAS triggers the advisory one time when the aircraft approaches a runway 5 31 2 5 Runway surveillance AIRBUS Getting to grips
143. atitude North or South This unique elevation is the highest elevation of the region above Sm 75 of latitude North or South Refer to Figure 4 18 In other words the T2CAS considers this 7 region as a cylindrical mountain The Figure 4 18 Unique terrain elevation height of this cylindrical mountain is beyond N75 or 575 equal to the highest elevation in this region Figure 4 19 provides the areas contained in the N75 and S7 5 circles Refer to 7 1 3 3 Terrain Display in Polar Areas for more details Figure 4 19 Areas beyond N75 and S75 4 21 2 4 Terrain surveillance AIRBUS Getting to grips with Surveillance 4 1 6 TAWS CONTROLS 4 1 6 1 A300 A310 CONTROLS GPWS LANDI NG SLATS FLAPS TAWS activation of the 15 20 slats flaps configuration for A300 600 or 20 20 for A310 if the landing is not performed in 30 40 slats flaps configuration Figure 4 20 GPWS landing SLATS FLAPS switch GPWS G S MODE Inhibition of Mode 5 Excessive Glide Slope Deviation TERR MODE Inhibition of predictive functions TAD TCF for EGPWS or CPA THD for T2CAS GPWS Inhibition of basic functions GPWS Selector switch OFF Inhibition of all warnings FLAP OVRD Inhibition of TOO LOW FLAPS alert Figure 4 21 Control panel NORM All GPWS warnings available on Captain side TERR ON ND Display of TAWS terrain information on ND Figure 4 22 TERR ON ND pushbutton 4 1 6 2 A320 A
144. austive are OANS is not a guidance tool A regular update of OANS Airport Data Base ADB The check of NOTAM before taxiing The correlation of OANS indications with outside visual references Refer to 5 2 Operational Recommendations for OANS Regulations At the time of writing the present brochure no country has required the carriage of OANS Future systems The future evolutions of OANS are expected for the integration of e The ADS B data for Traffic Surveillance e Data link applications to display NOTAM and ATC ground clearances 5 19 2 5 Runway surveillance AIRBUS Getting to grips with Surveillance Runway end Overrun Warning and Protection ROW ROP 5 6 DESCRIPTION OF ROW ROP The goal of ROW ROP is to help the flight crew anticipating an overrun of the runway end during the landing phase ROW ROP computes braking distances and compares them to the Landing Distance Available LDA in real time When the aircraft is on final approach ROW provides aural and visual indications if the aircraft braking performances are not sufficient to stop on the runway The flight crew should perform a go around When the aircraft is on the runway ROP provides aural and visual indications if the current aircraft braking performances are not sufficient to stop on the runway ROP applies the maximum braking and the flight crew Shall apply or maintain MAX REVERSE ROW ROP Runway end Overrun Warning Runway end Overr
145. bers are not consistent the ATC controller informs the flight crew that the flight number is not correct and provides the traffic information again It means that the traffic is identified on ND thanks to ATSAW but the visual contact is not established At the time of writing the brochure this new phraseology was not yet validated ICAO recommendations on this new phraseology will be published in the ICAO PANS ATM Doc 4444 see References D 2 Y Getting to grips with Surveillance AIRBUS Appendix D Current VSA procedure Basic VSA procedure Green italic is specific to the basic Advanced VSA procedure Blue italic is specific to the enhanced procedure procedure Amber italic is specific to the basic and advanced procedure o No visual contact The flight crew reports to the If the preceding aircraft is on ATC controller that they ND the flight crew continue to search the v Informs the ATC controller preceding aircraft i e that the preceding aircraft LOOKING OUT is identified on ND e g The flight crew asks the ATC LOOKING OUT AI B1234 controller for traffic v Continues to search the information updates if the preceding aircraft with the visual contact is not quickly achieved When the preceding is finally in sight the flight crew checks the consistency between the visual contact the ATSAW traffic information and the ATC traffic information support of the ATSAW traffic information
146. board Airport Navigation System OANS 5 1 DESCRIPTION OF OANS OANS is a new system introduced by the A380 Its purpose is to locate the aircraft on an airport map displayed on ND OANS generates the airport map with its own Airport Data Base ADB OANS improves the flight crew situational awareness during ground movements on airport surfaces i e ramps taxis runways OANS is not designed for guidance on ground and does not change the current taxi procedures The flight crew must correlate the OANS indications with the outside visual references The a ies benefits of OANS are to Reduce the flight crew workload in the day to day task of navigating around complex airfields Contribute to safety improvement on airports that become more complex and busy Contribute to potential reduction of taxiing incidents Help preventing dangerous errors in surface navigation Reduce runway incursion occurrences Reduce taxi time therefore fuel burn and emissions Integrate the Brake To Vacate BTV function 5 1 1 OANS TERMINOLOGY 5 1 1 1 AIRPORT MAPPING DATA BASE AMDB The Airport Mapping Data Base AMDB contains a set of graphical objects that defines one airport The accuracy of AMDBs is approximately 5 m 16 ft 5 1 1 2 AIRPORT DATA BASE ADB The Airport Data Base ADB contains a set of AMDBs and customization settings i e AMI files ADB is updated on a 28 day cycle Note OANS does not provide information
147. bove 48000 ft MSL RA CLIMB CLIMB is inhibited to preserve aircraft performances Above 15500 ft MSL TCAS does not interrogating Mode A aircraft or Mode C aircraft without altitude information when ALT RPTG of these aircraft is set to OFF However TCAS still interrogates Mode S aircraft even they do not report their altitude Below 1700 ft AGL The Ground logic is activated any aircraft operating in Mode C only that are below 380 ft AGL relative to the own aircraft see Figure 3 9 are declared on See note below Note The ground logic only applies to surrounding aircraft that operate in Mode C Mode S aircraft transmit an explicit indication when airborne or on ground 3 16 Y Getting to grips with Surveillance AIRBUS 3 Traffic surveillance 48 000 ft MSL craft Mode A or C with TG OFF inhibited _ 15 500 ft MSL 1 700 50 ft AGL wa Ground logic activated 1 550 100 ft AGL TRAINGREASE DESCENT 1 100 100 ft AGL 1 000 100 ft AGL 500 100 ft AGL On ground Figure 3 9 TCAS inhibitions 3 1 8 TCAS CONTROLS The flight crew selects the TCAS operating modes via two different switches as follows STBY TCAS inhibits aural and visual indications The EWD displays the green TCAS STBY memo TA TCAS converts all RAs in TAs aural and visual alerts The ND displays the white TA ONLY message TA RA TCAS operates normally THRT TCAS displays OTHER or PR
148. ce The TCAS range is the distance Aircraft computed by TCAS between the Figure C 6 ITP distance current aircraft positions CA 2 Getting to grips with Surveillance AIRBUS Appendix C Note It has to be noted that aircraft are separated by thousands of feet vertically and dozens of nautical miles horizontally As a rough order of magnitude nA 0 016 ADS B distance does not differ much from TCAS range a X Own oy Reference Z Common a Abeam Aircraft J Aircraft Point Point Figure C 7 ITP distances with different geometries we Y Appendix C AIRBUS Getting to grips with Surveillance C 2 6 ITP CRITERIA To ensure that the ITP Aircraft and the Reference Aircraft do not get closer than the ITP separation minimum 10 NM the following conditions must be met Criteria Checked by 1 A maximum of two Reference Aircraft are in the ITP volume Reference Aircraft must send qualified ADS B data refer to 3 6 4 2 4 Combination of TCAS and ADS B Information 3 The requested flight level must be within 4 000 ft from the initial flight level 4 The ITP distance and the oa ground speed MEENA must meet the criterion 4 a or 4 b below ITP distance Positive GS differential 4 a Greater than 15 NM Less than 20 kt am Greater than 20 NM Less than 30 kt The ITP Aircraft must be climb or descent at 300 ft min minimum or any higher rate as required by the Flight crew appropriate autho
149. cides if a maneuver is required based on visual information or ATSAW traffic information o Maneuvers the aircraft if required to maintain the visual separation The VSA procedures ends when the preceding aircraft lands If the visual contact is lost or the flight crew considers that the situation becomes unsafe the flight crew o Interrupts the approach o Executes a missed approach o Informs the ATC controller When a maneuver is required the flight crew may adjust the speed or heading to maintain an appropriate distance behind the preceding aircraft D 2 OPERATIONAL ENVIRONMENT Approach under radar surveillance down to the ground Ground surveillance with one SSR and one PSR Communication between the flight crews and controllers via VHF voice Traffic density from low to high All types of runway configuration e g single independent parallel dependent parallel etc Approach in VMC only e Preceding aircraft capable of ADS B OUT mp ese 2 Getting to grips with Surveillance AIRBUS Appendix D APPENDIX E NUC NAC NIC SIL The following table provides an overview of NUC NAC NIC SIL values used in ADS B transmissions It must be seen as for information only For specification purposes refer to appropriate documents NUC Integrity o HPL lt 20 NM HFOM lt 10 NM HPL lt 10 NM HFOM lt 5 NM 3 HPL lt 2NM_ HFOM lt 1NM HPL lt 1 NM HFOM lt 0 5 NM HPL lt 0 5 NM HFOM lt 0 25 NM HPL
150. ciinvciecctveciurnsdvstecctdettuckvecnvecivekexcitecnsecedienkinrinensstniiekienitenecniins A 2 A 2 The FAA Surveillance and Broadcast Services Program ssssssseeessseeeeeeseeees A 2 Akele Biol ileus ol a ReReRere rer erererereeerercrer errr cere er ere re ee re ert Tre tr Tt tt rt rrr te A 2 AZs WCOSIUG wesccnvcnsescaeinaicaaevasectaeveaivasevadecudiniinsisisibnettueiinretinieenitnnitaetinibanitnnien A 3 A 3 The Australian ADS B Upper Airspace Program UAP cssccccccccccccecceeeeees A 3 Asche DESCHIDUON crciicaterctecttecntesnnavursvnieuciisniueriunnacinisentisncsenisst neni A A 3 A3 2 WEDSIUG ve tesecnicentsteasiedccwscenustcaseedceesecssnnieeredenkutds tendons concerts texientrcencertitecens A 4 A 4 Deployment of ADS B in AS A ssssssssssss22222222u202220u202u202220u200u20unnuunnnnnnnnnnnnn A 4 Ai ds Descrip ON serctcicsenitctenereciaiitinteneretasine a A 4 AA ke WCDSIUGC nesvncivasatecavesavacadccecevavesecasedeetscuuterauiieus dase vadceaniieusdasdvaderiniveistanenians A 4 A 5 ADS B NRA in the Hudson Bay Canada ssssssssssnnnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn A 5 A 9 1 DESFIDO siradiguccnnddeucanndigudcnntdiusdennsinesonnssessiasisiesieiee A 5 AS 2 WEDSIUG inv vctinecsdetecenswetscccsdetesceseetsveesccunsdivextvaiturkcrciturkeciierkerstindcectterceretens A 5 APPENDIX B ADS B PHRASEOLOGY cccccsccceeeceeeceseeeeeeeseeeseeseeeseenseseeeneeeneses B 1 APPENDIX C ATSAW IN TRAIL PROCEDURE ITP ccccc
151. citencteis ewe enadeceentinde teh peedeceswhadecuh cuedevesdiessuenadein 3 40 Regulations Tor ATSAW sii cscsssciwsestccrsssmcrsesesneeswenswcessmvuewdesmsensdecnsrens 3 40 Manufacturer for ATSAW svivesicssevesevesevavisssiretintertrnicrnereteretrnieanennn 3 40 Future Applications sic ceeciu neue vine nede nein neceueusbedendiuwedsuiunbedscdiuwedetssbedenous 3 41 ATSA SURF with OAN S iiiistitetineretierrt aR 3 41 Y Getting to grips with Surveillance AIRBUS Table of contents 3 10 2 Enhanced Sequencing and Merging Operations cccccssssesssnnnnnsseneees 3 41 4 TERRAIN SURVEILLANCE 0 cc ccceeeeeeeeeeeeeeeeeeeeeseesesessenssenseeneeeneeeness 4 1 4 1 Description OF TAWS dndiecternnedenrincsectevenedwaranceeucevuseduersuceestevncdeeersuineateens 4 2 4 1 1 TAWS PRINCI DISS sersencivactnntivnvececisnsinndienderedivarsnedssnvinndinarisadisneendinanennds 4 2 4AL1 Terrain DCA Qe ere cesae cans cage renneap totter E kang eboa O E DEEE 4 3 4 1 1 2 Obstacle Database cece ccc cece eee e eee e cesses eeeeen eee eeeeeeeeeeeeaeeteeeeenaas 4 4 Ai RUNWAY Datapa E proren EE NI Aa E TAa 4 4 4 1 1 4 Aircraft Performance Database nesssserererrrrererrerrrrrrrrerrererrrrrrerrrrerrrre 4 4 4 1 2 Reactive basic TAWS Functions cccccccccccccccccccccccccccceeeeeeeeeeeeeeeeeeees 4 5 4 1 2 1 EGPWS Mode 6 Excessive Bank Angle ccccccccceeeeeeeeeeeeeeeeeneneeeeeeenneas 4 7 4 1 3 Predictive TAWS Functions ssssssssusnonnun
152. ckets on MCDU o Displays the TRAFFIC LIST page on MCDU if the current MCDU page was the TRAFFIC INFORMATION page refer to 3 6 4 2 MCDU e Selected and exits the ATSAW envelope and the ND range the TCAS computer o Maintains the highlight and selection signs highlight cyan circle on ND cyan brackets on MCDU selection cyan labels o Maintains the TRAFFIC INFORMATION page on MCDU o Displays a half ATSAW symbol on the edge of the ND display area e g ND edge in ROSE NAV mode or outermost ring in ARC mode Figure 3 17 Half with the correct bearing ATSAW symbol 3 6 4 2 MCDU On MCDU the TCAS computer capable of ATSAW displays three pages The TRAFFIC LIST page The TRAFFIC INFORMATION page The ITP TRAFFIC LIST page MCDU MENU Doni c The flight crew can access to these pages through the TRAF prompt LSK 5R in the MCDU MENU Figure 3 18 MCDU MENU 3 6 4 2 1 Traffic List Page Mf TRAFFICLIST 1 The TRAFFIC LIST page displays up to gas 90 aircraft that are in the ATSAW SiRAlsbedicdd i a a envelopes refer to 3 6 3 1 ATSAW TRAA BGS stsntas lt i Envelopes Two sub lists compose the E M QSD8526 H gt Em Traffic List Tyr 1 The Sub list of aircraft IN TRAIL displayed on ND flight numbers ADS B Sea PAES are displayed with large l characters 2 The sub list of aircraft not Figure 3 19 Traffic List page displayed on ND flight numbers are displayed with small
153. control panel Horizontal range 100 NM longitudinally 30 NM on either sides of the aircraft 30 92 FILTERING LOGIC The TCAS computer limits the display of traffic ADS B and or TCAS refer to 3 6 4 1 1 TCAS and ATSAW Symbols that are in the ATSAW envelopes On ND to the 8 closest aircraft to avoid clutter On MCDU to 90 aircraft 3 6 4 ATSAW INDICATIONS The ATSAW indications are available on ND and MCDU The TCAS computer updates the ATSAW indications every second 3 6 4 1 ND The ND displays the ATSAW traffic information in ARC and NAV modes The ND displays the 8 closest aircraft The ND with ATSAW traffic information is also called the Cockpit Display of Traffic Information CDTI 3 6 4 1 1 TCAS and ATSAW Symbols On ND the TCAS computer capable of ATSAW displays three types of traffic symbols TCAS Only The traffic does not transmit ADS B data The TCAS computer identifies the traffic with TCAS data only ADS B Only The traffic transmits ADS B data and is out of TCAS range The TCAS computer identifies the traffic with ADS B data only TCAS ADS B The traffic transmits ADS B data and is in TCAS range The TCAS computer identifies the traffic with both TCAS and ADS B data Refer to 3 6 4 2 4 Combination of TCAS and ADS B Information 3 29 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance TCAS Only ADS B Only TCAS ADS B The orientation of ATSAW symbols
154. craft The PDA IS an alternative to the CPA TERRAIN AHEAD caution each time a level off maneuver rather than a climb one is sufficient to clear the collision risk The PDA function triggers an aural ae oe alert only TOO LOW Figure 4 12 Level off with Premature Descent TERRAIN No indication is Alert displayed on ND fr The T2CAS triggers the Premature Descent Alert when The Caution clearance sensor interferes with the MTCD for more than 2 seconds No TERRAIN AHEAD caution had been triggered The vertical speed is negative The level off altitude is above the MTCD The radio altitude is invalid or below a given threshold 1 000 ft in en route phase 750 ft in terminal phase 500 ft in final phase s413 Y 4 Terrain surveillance AIRBUS Getting to grips with Surveillance 4 1 3 3 EGPWS T2CAS COMPARISON Reactive modes Imminent Contact Alerting Modes 1 to 5 GPWS Modes 1to 5 Locally desensitized using envelope Mode 2 inhibited when altitude check modulation correct Predictive modes Forward Looking Terrain Alerting Terrain Alerting and Display TAD Collision Prediction and Alerting based on Terrain database CPA based on Terrain and Aircraft Performance databases Terrain Ahead Terrain Ahead Terrain Ahead Pull Up Terrain Ahead Pull Up Avoid Terrain Premature Descent Alerting Too Low Terrain Terrain Display V Q had U
155. cssssseeeeeeees 6 12 SM A E D i E E EEEE 6 12 L22 Wind shear Detection reren a E ENA a ieee 6 13 6 1 3 Weather Radar Operating ModesS ssssss 22 2 22 22 2222220015 6 13 Cibola WX MOQUE seirariarapine inier ANAA Ea AAEE A AEEA 6 13 6 1 3 2 WXFE WX TURB or TURB MOdE ricrrerisrirssicmesrn seniai E 6 13 kaa MAF MOI ee en ee EEEE E EE 6 14 6L4 PWS MO0Criececciiontissindinaetsundsabpinedarassieanpinslaissanniendedl saa teaaduidanetasnasdaanes 6 14 6 1 4 Reactive Wind Shear vccenssriscesediicentensaracecnstensinedannierernerisrdieinpeusnnins 6 16 6 1 5 Weather Radar Functions per Manufacturer ssssssssesessseeeeeeeeeees 6 16 6 1 5 1 Autotilt Honeywell enesserererrenerrrrererrrrerrrrrrsrerrrrererrererrrrrrerrrrerrrre 6 17 6 1 5 2 Multiscan Rockwell CONIMAS eirsrrssseirsererirm ea a aa 6 18 6 1 5 3 Ground Clutter Suppression GCS Rockwell Collins sssssssssesererererere 6 19 6 1 5 4 Long Range Color Enhancement Rockwell Collins ccceeceeeeeeeeeeeees 6 20 05 5 GAIN PLUS ROCKWEIl Collis tiisinetniasenniexinitabeessaueaev aE 6 20 6 1 6 Reactive Wind Shear I ndicationS ssssss2s22 2 5 6 23 6 1 7 Weather Radar I ndicationS sssssssssss22 2 2 s222usonnunnunnunnunnnnnnnnn 6 23 6 1 7 1 Weather Radar Messages cccccccccceeeeteeseeeeeeeeeeeeeeesaeeeeeettseegauntenngs 6 25 6 1 7 2 Wind Shear INdICATIONS cece eee e cece eee
156. ction is made between three types of VSA procedure The current VSA procedure without ATSAW The basic VSA procedure with ATSAW slightly modifies the flight crew procedure The ATC controller does not distinguish aircraft equipped with ATSAW from aircraft not equipped with ATSAW Therefore the ATC controller procedure is not modified The flight crew uses ATSAW to visually acquire the preceding aircraft and to maintain the visual separation The advanced VSA procedure with ATSAW modifies the flight crew and ATC controller procedures With a new phraseology the flight crew informs the ATC controller that the preceding aircraft is identified with ATSAW but not yet visually acquired out the window Consequently the ATC controller is not required to update the traffic information until the visual contact by the flight crew ATSAW significantly improves the VSA procedure by providing the following parameters The position and orientation of surrounding aircraft The flight identification of surrounding aircraft that can be correlated with ATC transmissions The ground speed of surrounding aircraft that help anticipating sudden deceleration of the preceding aircraft The following sections describe the VSA procedure as per the three types above The VSA procedure contains three steps 1 The visual acquisition of the preceding aircraft 2 The clearance for maintaining the visual separation with the preceding aircraft 3 The maintenance
157. d bearing When the aircraft turns the white reference line sticks to a heading Practically the white reference line moves with the compass rose on ND When the white reference line reaches the 60 limits the white reference line sticks to the limit until the aircraft turns in the opposite direction Figure 7 42 illustrates the reference line behavior during a sequence of a 60 turn to the left followed by a 30 turn to the right The sequence starts while the aircraft is heading to the North The azimuth range is amber dashed and the reference line is black gt 030 330030 330 4 i d ae eee E i 5 a pee mn gt y 3 j pre cae 7 dai Y Figure 7 42 Behavior of the reference line during turns The following table compares the surveillance data displayed on ND and VD Navigation Display Vertical Display ND VD wen srouna mappmo ves me war wana snear pws ves me wan turutnce ves e OO wm e O e 23 2 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance Ten PRIMARY FLIGHT DISPLAY PFD AESS displays on PFD WXR Information Wind shear alerts amber W S AHEAD caution or red W S AHEAD warning from the weather radar function Terrain alerts from the TAWS function TCAS orders on VSI Note AESS provides terrain indications on PFD contrary to EGPWS or T2CAS that illuminates the PULL UP GPWS pushbutton TAWS Information TCAS In
158. del the World Geodetic System revised in 1984 WGS84 The WGS84 defines the characteristics of the reference ellipsoid semi major axis semi minor axis prime meridian equator etc Based on this model the Earth surface is divided into grid sets For each element of the grid sets the highest altitude above MSL is recorded and defines the terrain altitude in this element In order to optimize the database size the grid set resolution varies according to the flight areas 5 NM x5 NM In en route areas 3 0 NM 2 NM x 2 NM in terminal areas within 22 NM 1 NM x 1 NM from the airport 0 5 NM 0 5 NM x 0 5 NM In final areas for mountainous 0 25 NM x 0 25 NM airport vicinity airport within 6 NM from airport if elevation is 2 000 ft or more 0 25 NM A3 D 4 Terrain surveillance AIRBUS Getting to grips with Surveillance Grid set resolution Figure 4 2 Terrain database encoding 4 1 1 2 OBSTACLE DATABASE At the time of writing the brochure only EGPWS contains an Obstacle database which includes artificial obstacles worldwide Thanks to this database EGPWS displays obstacles on ND 4 1 1 3 RUNWAY DATABASE The TAWS also include a runway database Functions that use the runway database are EGPWS Terrain Clearance Floor TCF EGPWS Runway Field Clearance Floor RFCF EGPWS Runway Awareness and Advisory System RAAS T2CAS Collision Prediction and Alerting CPA T2CAS Premature Descent Alert
159. e AESS combines all the function above except the Runway Surveillance In each chapter the reader will find A description of the system that fulfills the function described in the chapter Operational recommendations for safe and efficient operations Regulations in terms of carriage requirements at ICAO EASA and FAA levels for other areas refer to local regulations Manufacturers of systems that fulfill the function to identify the different available solutions Future systems expected in the near future to improve the fulfillment of the function 12 2 Getting to grips with Surveillance AIRBUS Executive Summary 2 AIRCRAFT IDENTIFICATION AND POSITION REPORTING Transponder Description To reply to SSR interrogations the transponder operates in three modes Mode A transmission of SQUAWK code Mode C transmission of barometric altitude Mode S Selective interrogations replied with enriched transmissions Transponders are also capable of operating in a broadcasting mode the ADS B The introduction of ADS B aims at providing a safer and more cost effective Surveillance service in regard to the traffic growth The ADS B technology enables three surveillance services based on the ADS B OUT data flow ADS B NRA ADS B surveillance in Non Radar Areas with low traffic density ADS B RAD ADS B surveillance backed up by SSR with high traffic density ADS B APT ADS B surveillance on airport surfaces
160. e 24 bit address to correlate the aircraft with its logged flight plan The 24 bit address is delivered with the aircraft registration number The operator should periodically check the 24 bit address and when the State of registration changes Refer to the ADS B OUT Capability Declaration to support the operational approval process Refer to 2 6 2 Operational Approval of ADS B OUT Refer to OIT 999 0057 08 BB See AIRBUS References Ras Pa FOR THE FLIGHT CREW Make sure that the flight number in the FMS INIT A page matches the flight number filled in the item 7 of the ICAO flight plan Use I CAO format i e three letter code do not use IATA format i e two letter code Refer to Appendix 2 of ICAO Doc 4444 PANS ATM see References ANSP systems are able to process ICAO format only The flight number is up to seven characters long Do not add any leading zeros dashes or spaces According to the FMS standard on board it may not be possible to modify the flight number when airborne Note With the first generation of FMS the flight crew cannot change the flight number when the aircraft is airborne The in service experience shows that frequent errors are made when entering the flight number into the avionics worldwide And ATC controllers detect the errors when the aircraft is airborne Consequently the new generation of FMS permits to easily change the flight number when 2 18 2 Getting to grips with Surveillance AIRBUS 2 Ai
161. e AESS displays wind shears on ND in all weather radar operating modes including ground mapping Wind shears are not shown on Vertical Display Refer to Figure 6 18 for the envelopes of wind shear alerts Honeywell pattern As a reminder the weather radar does not detect Clear Air Turbulences CAT 745 2 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance 7 1 4 4 GROUND MAPPING lt ops The AESS automatically generates the Ground Mapping view without any action from the flight crew i e no tilt and gain settings required A Ground Clutter Suppression continuously runs on data from the weather antenna To identify ground returns the Ground Clutter Suppression compares radar returns with the terrain and obstacle databases of the TAWS function The AESS separates weather and ground returns in the 3D buffer to provide a weather image and a ground image Note if terrain obstacle elevation from the TAWS database is not valid the Ground Clutter Suppression does not work properly The weather image may contain ground returns and the ground image may contain weather returns 7 1 5 TCAS FUNCTION The TCAS function of the AESS is compliant with TCAS II Change 7 0 The collision avoidance principle is not changed For more details refer to 3 Traffic Surveillance 7 1 6 TRANSPONDER FUNCTION The transponder function of the AESS is able to Reply to Mode A and C interrogations Operate in
162. e airborne on the ground status if the aeroplane is equipped with an automatic means of detecting such status As per EASA EU OPS 1 866 a transponder capable of Mode C is mandatory and other transponder capabilities may be required for the route being flown At the time of writing this brochure the carriage of Mode S ELS transponder is mandatory in the entire European airspace and the carriage of Mode S EHS transponder is mandatory in the core area of Europe i e Belgium France Germany Luxembourg The Netherlands Switzerland and the United Kingdom as per the Eurocontrol Specimen AIC Carriage and Operation of SSR Mode S Airborne Equipment in European Airspace see References The mandate will be extended to the whole European airspace later on As per FAA FAR 121 356 a Mode S transponder is mandatory Note TCAS compliant with TCAS II Change 7 requires a Mode S transponder for its functioning Therefore the mandatory carriage of TCAS refer to 3 3 Regulations for TCAS implies a mandatory carriage of a Mode S transponder 2 6 2 OPERATIONAL APPROVAL OF ADS B OUT AIRBUS obtained the EASA airworthiness certification for ADS B NRA on the A320 family aircraft the A330 A340 family aircraft and the A380 aircraft The AFM States the ADS B NRA capability At the time of writing the brochure four circulars on ADS B NRA airworthiness approval were identified see References The European AMC 20 24 Certification Considerations
163. e the APPROACHING RUNWAY advisory is NN X MM Y e g 04 L 22 R NN is the QFU on the left hand side Xis the lateral position of the runway NN void L C or R MM ts the QFU on the right hand side Yis the lateral position of the runway MM void L C or R When approaching two runways e g runway intersection the APPROACHING RUNWAY advisory is composed of two lines and displayed as above 5 11 Y 5 Runway surveillance AIRBUS Getting to grips with Surveillance The bottom line refers to the nearest runway The top line refers to the farthest runway In addition the runway s designated by the APPROACHING RUNWAY advisory flash es in yellow on the airport map In PLAN mode the APPROACHING RUNWAY advisory is RWY AHEAD CHANGE MODE fli ane i 4 Figure 5 8 APPROACHING RUNWAY Figure 5 9 APPROACHING RUNWAY advisory in ARC mode advisory in PLAN mode 5 1 3 6 OANS MESSAGES Airport Map PLEASE WAIT White When the OANS processing time e g map loading exceeds 1 second ARPT NOT IN White In PLAN mode when ACTIVE F PLN The displayed airport is not one of the airports entered into the FMS flight plan departure destination alternates and The current FWS flight phase is neither APPROACH nor LANDING ARPT NAV POS Amber When the aircraft position data from either IRS or LOST MMR are not available or invalid The aircraft symbol is removed from display
164. e as safe when Landing gears are down and flaps slats in landing configuration The distance to the runway threshold is less than 5 Km 2 7 NM The aircraft remains in the runway convergence envelope The aircraft track remains in an inhibition range If RA is not valid the vertical speed is in an inhibition range Figure 4 10 Runway convergence envelope 4 12 2 Getting to grips with Surveillance AIRBUS 4 Terrain surveillance If the runway threshold coordinates are not in runway database the CPA function is deactivated if the aircraft is within 1 9 NM from the airport reference point horizontal distance and within 900 ft from the elevation of the airport reference point vertical distance The green TERR STBY memo is displayed on ECAM and Mode 2 is permanently activated 4 1 3 2 2 T2CAS Terrain Hazard Display THD The T2CAS provides only the Standard mode display compared 2000 ft to EGPWS see Figure 4 4 In apni descent the T2CAS provides an ji anticipated terrain situational n Reference Altitude awareness The Reference Altitude Reference Altitude MTCD Is defined as the aircraft altitude 1000 ft projected 30 seconds along FPA 000 f refer to Figure 4 11 Figure 4 11 T2CAS color coding 4 1 3 2 3 T2CAS Premature Descent Alert PDA The PDA function provides alerts when the aircraft is descending and the terrain of concern is below instead of ahead of the air
165. e bear in mind Description Operating in the X band frequency 9 3 GHz the weather radar detects any wet meteorological phenomena clouds precipitations turbulence Therefore Clear Air Turbulence are not detected and a weak reflectivity does not necessarily mean that the area is safe e g dry hail For A300 A310 A320 A330 A340 aircraft weather radars from two manufacturers are available Honeywell RDR 4B and Rockwell Collins WXR701X 2100 The automatic function Autotilt for RDR 4B or Multiscan for WXR 2100 is optional Operational recommendations The main recommendations but non exhaustive are e An appropriate maintenance of all weather radar components including the radome e An appropriate and recurrent training on weather radar e A sharp knowledge on how to interpret weather radar indications e An anticipation of the weather ahead the aircraft take off cruise approach e Use automatic mode per default e Use of manual mode for analysis purposes e A good preparation to abort a procedure take off or approach in case of wind shear e Do not fly into a thunderstorm Avoid flying above or below a thunderstorm Refer to 6 2 Operational Recommendations for Weather Radar Regulations The carriage of a weather radar is recommended as per ICAO Annex 6 Operation of Aircraft Part In most countries the weather radar is required considering that significant weather may be experienced in most flights
166. e bearing of surrounding aircraft with the interferometry principle Each threat is treated individually but the TCAS determines the best solution of collision avoidance with respect to all aircraft in its vicinity At the same time the TCAS coordinates maneuvers with other TCAS equipped aircraft The best solution of collision avoidance is the maneuver that ensures an adequate separation of trajectories with a minimum vertical speed variation ap A ae DETECTION PHASE TCAS detects surrounding aircraft by regularly listening to acquisition squitters refer to 2 1 3 8 Extended Squitter for more details on squitters from Mode S transponders of surrounding aircraft When TCAS records some 24 bit addresses TCAS starts a cyclical process repeated every second 1 Mode C interrogations to get altitudes of non Mode S aircraft 2 Mode S interrogations to get altitudes of Mode S aircraft via selective calls 3 Squitter listening This principle applies to the detection of aircraft equipped with Mode A or Mode C transponders When the own aircraft TCAS interrogates in Mode C 4 An aircraft equipped with a Mode A transponder the latter replies with its SQWK code TCAS uses this reply for horizontal positioning purpose i e bearing TCAS does not process the SQWK code itself 5 An aircraft equipped with a Mode C transponder the latter replies with its Standard barometric altitude It has to be noticed that own aircraft TCAS only detects surr
167. e beyond 40 NM Note A straight beam over a curved ground surface is equivalent to a curved beam over a plan ground surface Refer to Figure 7 13 EEE 2 Getting to grips with Surveillance AIRBUS 7 Aircraft environment surveillance hN Beam B ts gt Center Beam 4 Center 40 NM 170 NM on Figure 7 13 Effect of Earth curvature The following figures illustrate the AESS corrections Tilt Conventional W AESS correction oe en ee Fins AESS correction AESS correction Elevation Figure 7 14 AESS correction of Earth curvature for tilt and elevation 7 1 4 1 2 Automatic Mode WXR AUTO In automatic mode the AESS Weather Radar displays the weather information according to the active navigation mode STANDARD WXR AUTO based on FMS flight plan path and FCU altitude when the navigation mode is managed refer to Figure 7 15 BASIC WXR AUTO based on flight path along FPA up to FCU altitude when the navigation mode Is selected refer to Figure 7 16 DEFAULT WXR AUTO based on flight path along FPA up to 60 NM when the navigation mode is manual refer to Figure 7 17 e The On Path and Off Path Weather Concept An envelope is defined along the current flight path The envelope expands 4000 ft above and below the flight path In addition the lower boundary is 25 000 ft at most and the higher boundary is 10 000 ft at least lops gt The on path weather is the weather inside this env
168. e brochure no new TCAS is expected on a short term Airborne Traffic Situational Awareness ATSAW Description The ATSAW function uses ADS B data to enhance the Traffic Surveillance of the flight crew A new generation of TCAS computers hosts the ATSAW applications The introduction of the ATSAW function in the TCAS computer does not change the ACAS logic and the TCAS procedures The ACAS and ATSAW softwares are fully segregated inside the TCAS computer SAA 2 Getting to grips with Surveillance AIRBUS Executive Summary ATSAW applications are ATSA AIRB ATSA VSA ATSA ITP ATSA SURF not yet available TCAS computer capable of ATSAW on AIRBUS aircraft are new version of Honeywell TPA 100B early 2010 and ACSS T3CAS early 2010 Operational Recommendations The main recommendations but non exhaustive are e An appropriate training on ATSAW with different applications AIRB ITP VSA e A particular attention to flight crew training to ATSA ITP e The correlation of ATSAW information with visual information out of the window e The use of the ATSAW function for traffic awareness only Refer to 3 7 Operational Recommendations for ATSAW Regulations At the time of writing the present brochure no country has required the carriage of ATSAW Future Systems To improve the Traffic Surveillance during taxi AIRBUS is currently developing the integration of the ATSA SURF application in the OANS for all AIRBUS aircraft 4
169. e the highest and lowest terrain elevations The lowest terrain elevation refers to the lowest terrain information contained in the terrain database Tips EGPWS Peaks mode and RNP AR The EGPWS Peaks mode has been identified as mandatory during the RNP AR certification process For the time being only the EGPWS Peaks mode feature is eligible for RNP AR operations The future T3CAS will encompass an equivalent feature called Eleview see 4 1 3 3 EGPWS T2CAS Comparison 4 1 3 1 2 EGPWS Terrain Clearance Floor TCF The TCF function provides an additional terrain clearance envelope around the runway against situations where Mode 4 provides limited or no protection When the aircraft penetrates the terrain clearance envelope the EGPWS triggers aural and visual alerts TCF alerts take into account the current aircraft location the reference point of the destination runway and the radio altitude The terrain clearance envelope is defined as in Figure 4 5 Figure 4 5 TCF envelope 4 1 3 1 3 EGPWS Runway Field Clearance Floor RFCF The RFCF function complements the TCF function It provides a circular envelope centered on the selected runway extending up to 5 NM from the runway end The inner limit of the RFCF envelope is set at K NM K depends of the position error the runway data quality and geometric altitude quality 4 9 2 4 Terrain surveillance AIRBUS Getting to grips with Surveillance The RFCF
170. ea cass ses cece nese ewes teaas saanwcaeehdetaneesiensnimnadeeraaseeasdeens 20 REFERENCES a ee 25 AIRBUS Ry IN Carioca ae aA erecta secs anes KENNARANA nAn 28 i INTRODUCTION ieia octtucteucctencteeaplenwacscetacesies 1 1 1 1 What tS SUPVEINANCE siririna aaa 1 2 1 1 1 Surveillance from the Flight Crew s Perspective ssssssseeesssccseeeeeeees 1 2 1 1 2 Surveillance from the Air Traffic Controller s Perspective 1 3 1 2 How to Read the Brochure ccccccccccccccceeeeeeeeeeeeeeeeseeeeeeeeeeeeeeeeeeeeeeenes 1 3 1 2 1 Surveillance Systems and FunctioOnS sssss2 22 22222 2222202220220222022200 1 3 1 2 2 Chapter SIrUCEU G vissinitiin nEri 1 4 1 2 3 CABCIONS ryo EA AA 1 4 1 3 System SUMMANY sicissssediecrictsssrsecdeescetcressestadseresdadseweseceuntascdecciuseaes s 1 5 2 AIRCRAFT IDENTIFICATION AND POSITION REPORTING 2 1 Zils Description of Transponder sssssss2ss2 s s2s0usuuuunnunnunnnnnnnnnnn 2 3 2 1 1 MOGA ciirsa AAA 2 4 2 1 2 MOGC OE E E E E E 2 4 2 1 3 MOG SS sirro E EE 2 4 23d WORE S Date 1K erorri EEEO E ET SNET 2 5 2 1 3 2 Elementary Surveillance ELS nosnnnerenuenererrererrrrerrrrrrererrererrrrrrererrene 2 5 2 1 3 3 Enhanced Surveillance EHS ccccccccceseeee cece ee iA aa 2 5 2 1 3 4 Ground Initiated Comm B GCIB ccc cece cece cece cece ee eeeeeeeeeeeeeteeeeeneneenees 2 6 2 1 3 5 COMM A and COMM B ccc cccccc cece cece eee eeeeeee
171. eather radar is recommended in all ICAO member States as per ICAO Annex 6 Operation of Aircraft Part I 6 11 Recommendation Pressurized aeroplanes when carrying passengers Should be equipped with operative weather radar whenever such aeroplanes are being operated in areas where thunderstorms or other potentially hazardous weather conditions regarded as detectable with airborne weather radar may be expected to exist along the route either at night or under instrument meteorological conditions The carriage of forward looking wind shear warning system is recommended in all ICAO member States as per ICAO Annex 6 Operation of Aircraft Part I 6 21 1 Recommendation All turbo jet aeroplanes of a maximum certificated take off mass in excess of 5 700 kg or authorized to carry more than nine passengers should be equipped with a forward looking wind shear warning system Weather radar e As per EASA EU OPS 1 670 The weather radar is required for pressurized aircraft operated at night or when IMC apply in areas where potentially 6 29 Y 6 Weather surveillance AIRBUS Getting to grips with Surveillance hazardous weather conditions detectable by weather radar may exist along the route As per FAA FAR 121 357 The weather radar is required for any transport aircraft except during training test or ferry flight and when the aircraft is solely operated in areas listed in FAR 121 357 d e g Hawaii Alaska Wi
172. ects of vertical wind Shears on AOA and of longitudinal wind shears are combined When the downburst is centered on the glide path the effects of the downburst are sequenced in three steps 1 The aircraft encounters an increasing headwind The aircraft flies above the glide path See Figure 4 2 The aircraft comes into the center of the downburst and encounters a vertical wind shear In a downburst the AOA and then the lift are reduced The aircraft passes below the glide path See Figure 4 3 The aircraft encounters an increasing tailwind The lift increases the aircraft may regain or overshoot the glide path according to the magnitude of the tailwind See Figure 4 were 2 Getting to grips with Surveillance AIRBUS Appendix A downburst centered on the glide path is the worst wind shear case when approaching the runway Indeed the aircraft encounters wind shears in opposite directions along the flight path plus a downdraft When the downburst is not centered on the glide path the aircraft encounters less critical but non negligible effects airspeed drift and descent rate vary See situations 1 and 2 of Figure 9 Intended flight path Airspeed Decreasing Drift Decreasing Left Descent rate Decre sing Incr sing Airspeed Drift Descent rate Airspeed Increasing a N Decreasing Drift ncreasing Right ncreasing Right Decreasing Right Decreasing eer lore Increasing Descent rate Eeri AIRBU
173. ed Airbus S A S can be contacted to provide further details Airbus S A S shall assume no liability for any dam age in connection with the use of this Brochure and the materials it contains even if Airbus S A S has been advised of the likelihood of such damages This licence is governed by French law and exclu Sive jurisdiction is given to the courts and tribunals of Toulouse France without prejudice to the right of Airbus to bring proceedings for infringement of copyright or any other intellectual property right in any other court of competent jurisdiction
174. ed The satellite A downgrades the integrity HPL 2 2 12 SELECTIVE AVAILABILITY SA The US Department of Defense introduced an artificial error Selective Availability into satellite data to downgrade the accuracy of a GPS position to 100 m for civilian users Without SA the accuracy of GPS position can reach down to 10 m On May 1 2000 the US Department of Defense switched SA off after an announcement of the US president Bill Clinton It is different from the Estimated Position Error EPE calculated by FM computers EPE is the drift of the FM position DERE 2 2 Aircraft identification and position reporting AIRBUS Getting to grips with Surveillance To make the most of the possible accuracy of the GPS system the GPS sensor must include the SA Awareness function It takes into account that SA is off and provides more realistic estimates of HFOM and HPL At the time of writing the brochure Thales MMR only is capable of SA Awareness function Other GPS sensors installed on AIRBUS aircraft assume that SA is always on the accuracy of the GPS position is always downgraded on a conservative basis 2 2 13 NAVIGATIONAL UNCERTAINTY CATEGORY NUC DO 260 defines NUC to characterize both the accuracy and the integrity of ADS B data NUCG is relative to the position and NUC to the velocity The higher the NUC the higher the quality of ADS B data NUCp may be derived from HFOM or HPL as per DO 260 However as illustrated i
175. ed refer to Figure 6 37 and Figure 6 38 A yellow sector with red arcs indicates the location of detected wind shears on ND In case of a wind shear advisory refer to Figure 6 18 only the ND indication is provided no indication on PFD This message indicates an overheating of the display unit It is not a weather radar message gt With EIS1 display units the message Honeywell radar only is displayed in the middle of ND This message is available with EIS 2 display units only 6 25 2 6 Weather surveillance AIRBUS Getting to grips with Surveillance AP2 1FD2 MDA 950 AITHR Figure 6 37 Wind shear alert on PFD Figure 6 38 Wind shear alert on ND 6 1 8 WEATHER RADAR CONTROLS The flight crew is able to control four parameters in manual mode e The tilt angle Angle between the beam center and the horizon e The gain The sensitivity of the receiver e The ND range e The operating mode WX WX T WX TURB TURB MAP or PWS manual or automatic if available Honeywell radar Rockwell Collins radar Figure 6 39 Honeywell control panel Figure 6 40 Rockwell Collins control with Autotilt function panel with Multiscan function Note The layout and the content of the control panel may change according to the installed options Refer to your FCOM for the control panel installed on your aircraft Tips Use the tilt to measure vertical extensions To measure the vertical extension of a cell or the vert
176. ee eee e nese eee eeeeeeeeeeeeeeeetsnengeneeegs 6 25 6 1 8 Weather Radar CONtrols siasisasasisscestvessceserdescestecasetisinianndiinnaendnesianadaes 6 26 Y Table of contents AIRBUS Getting to grips with Surveillance 6 2 Operational Recommendations for Weather Radar sssssscesseeeceeeees 6 27 6 2 1 Weather Radar Operations ccccccccccceeeeeeeeeseeeeseeeeeeeeeeeeesseeeeeeeeeeeeeaees 6 27 Begs WOR UNC ITN nccegececenecn cuca E EA EE 6 27 Oek Fo TING PIG Cl OW on rE A saint ver EE avenue 6 27 6 2 2 Wind SNEITT 6 28 Daz Tor De ANS eaae iE EE EE 6 28 Oee PORTING FONE C ON ea TEA E E AAA AAS ENEA 6 28 6 3 Regulations for Weather Radar ssssssssss2u20u222222u202222222022022202220 5 6 29 6 4 Manufacturers for Weather Radar cccccccccccccccccccccccccceeeeeeeeeeeeeeesens 6 31 6 4 1 Honeywell RD RGB tarcsicitewestcadnwesavacnccsanedeaasiwadmeaatuedeaastwasneaekwerunaceessn 6 31 6 4 2 Rockwell Collins WXR 701X and WXR 2100 sssssssssssnssnnnnnnnnnnnnnnnnn 6 31 6 5 Future SYSTEMS wesiseitane trcdteedciedasnamarsnaedenedenceceuaianeiundtaes nE 6 32 6 5 1 Honeywell RDR 4000 issdiseisientewsntendaetinsniensbisndenasanatentmmanceweseeniesteacecann 6 32 7 AIRCRAFT ENVIRONMENT SURVEI LLANCE asasannnnnnnnnnnnnnnnnnnnnnnnnnnn 7 1 Tits Description OF AESS sssssssssss22222 22 2222222u20u20uu0uuunnunnunnnnnnnnnnnnnnnnnn 7 3 7 1 1 Integration of Surveillance FUNnCtiONS ssssssnssnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 7 3 7 1
177. ell com sites aero Radar3_C867EC130 221E 7DE E 00E1 9B9088CBF060 H5CBA7513 E2B2 3320 D5A0 AF32226E4F40 htm 6 4 2 ROCKWELL COLLINS WXR 701X AND WXR 2100 From Rockwell Collins the WXR 701X capable of PWS and the WXR 2100 capable of PWS and Multiscan are available on AIRBUS aircraft More information is available at http www rockwellcollins com products cs at avionics systems weather hazard index html 6 31 2 6 Weather surveillance AIRBUS Getting to grips with Surveillance 6 5 FUTURE SYSTEMS 6 5 1 HONEYWELL RDR 4000 The Honeywell RDR 4000 uses the buffering of weather data in a 3D data base thanks to a multiple scanning The RDR 4000 supports the weather radar function in the A380 AESS refer to 7 1 4 Weather Radar Function Honeywell and AIRBUS are studying the opportunity to install the RDR 4000 on A320 family aircraft for early 2010 and on A330 A340 aircraft for end 2010 The RDR 4000 builds the weather display based on the 3D data base This method improves the weather awareness and the workload of the flight crew The RDR 4000 on A320 A330 A340 aircraft will propose new features refer to 7 1 4 Weather Radar Function for details The automatic correction of the Earth curvature Automatic modes to display on path and off path weather The elevation mode extraction of weather information via a horizontal cut across the 3D buffer 2 ith Surveillance AIRBUS 6 Weather surveillance Pleas
178. elope The off path weather is the weather outside this envelope Y 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance 4 000 ft Envelope The STANDARD WXR AUTO mode is gt 30 000 active when y h Maximum The flight crew sets WXR AUTO on 2 jo 90 Boundary the SURV panel or on the MFD SURV o Minimum CONTROLS page 10 mn The FMS flight plan is available Upper Boundary 0 60 120 180 240 300320 Range NM Figure 7 15 STANDARD WXR AUTO envelope The BASIC WXR AUTO mode is active when The flight crew sets WXR AUTO on the SURV panel or on the MFD SURV CONTROLS page The navigation mode is selected The aircraft is converging to the selected FCU altitude n 40 000 f 4 000 ft A yf Envelope Ad FCU Level gt 30 000 gt 30 000 gt E A Maximum q Ao da Maximum 25000 Lower 25000 PVE Pe Lower Boundary N Boundary 5 20000 20000 b a Envelope a T FCU Level Minimum Minimum 10 000 Upper 10 000 Upper Boundary Boundary 0 T T T I 0 T T T 1 0 60 120 180 240 300320 0 60 120 180 240 300320 Range NM Range NM Figure 7 16 BASIC WXR AUTO Figure 7 17 BASIC WXR AUTO envelope in climb envelope in descent The DEFAULT WXR AUTO mode is active when The flight crew sets WXR AUTO on the SURV panel or on the MFD SURV CONTROLS page The FMS flight plan is not available No FCU altitude is selected
179. els except the former aircraft from the A300 A310 family are fitted with the Reactive Wind Shear from the production line The very first aircraft from the A300 A310 family aircraft is the A300 B2 certified in 1974 The A310 was certified in 1983 and the A300 600 in 1984 Regulations about wind shear systems appeared in 1991 Consequently only the most recent A300 A310 family aircraft are fitted with the Reactive Wind Shear from the production line The Predictive Wind Shear is proposed as an option on all types of weather radar installed on AIRBUS aircraft 2 Getting to grips with Surveillance AIRBUS 6 Weather surveillance 6 4 MANUFACTURERS FOR WEATHER RADAR To fulfill the weather awareness function on A300 A310 A320 A330 A340 aircraft AIRBUS proposes the following four systems e The Honeywell RDR 4B capable of predictive wind shear and Autotilt e The Rockwell Collins WXR 701X e The Rockwell Collins WXR 2100 capable of predictive wind shear and Multiscan Figure 6 42 provides a simplified view of the weather radar architecture ww TAWS Weather Radar Control Panel Figure 6 42 Weather Radar architecture Link TAWS to WXR only applicable between Honeywell EGPWS to Honeywell weather radar capable of Autotilt 6 4 1 HONEYWELL RDR 4B From Honeywell the RDR 4B capable of PWS and Autotilt is available on AIRBUS aircraft The Autotilt function is optional More information is available at http www honeyw
180. en flying in the vicinity of the maximum aircraft ceiling aS a small margin to climb is better than a descent or A visual acquisition as an aircraft could be wrongly identified e React immediately and appropriately The RA order must be applied without delay and the green sector of the vertical speed scale must not be exceeded Do not overreact e Do not change the flight path on TA alert TA is not a dangerous collision threat However pay attention when a TA Is triggered e ADJUST VERTICAL SPEED Reduce vertical speed Do not invert the maneuver e Take care of VFR traffic whose transponder may not transmit the barometric altitude ndeed Mode C at least is required to trigger RA e Do not use the TCAS to maintain separations with other aircraft The ATC controller is responsible for the separation of aircraft In addition the TCAS does not provide enough information as SSR does to insure a safe separation e Report RA to ATC as soon as possible This might be the only way to inform the ATC controller of an RA It will prevent the ATC controller issuing conflicting instructions e Always report to ATC when clear of conflict as soon as possible This might be the only way the ATC controller has to resume normal operations e Resume initial ATC clearance when clear of conflict e Limit vertical speed to 1 500 ft min during the last 2 000 ft of the climb or descent It will prevent level busts that could lead to conflict with aircr
181. enger comfort 5 6 1 ROW ROP PRINCIPLES The ROW ROP function e Computes the landing distances considering the auto brake is set to HI in Dry conditions Dry runway with the use of reversers Wet conditions The greatest landing distance between Wet runway without the use of reversers Water contaminated runway with the use of reversers e Compares these landing distances to the Landing Distance Available LDA including potential runway shifts taking into account parameters like Aircraft weight Vertical profile glide slope 50 ft Ground speed RA flare Wind Landing configuration e Triggers an alert when one of the landing distances is greater than LDA Definitions of runway states as per EU OPS1 Contaminated runway A runway is considered to be contaminated when more than 25 of the runway surface area whether in isolated areas or not within the required length and width being used is covered by the following i Surface water more than 3 mm 0 125 in deep or by slush or loose snow equivalent to more than 3 mm 0 125 in of water or Snow which has been compressed into a solid mass which resists further compression and will hold together or break into lumps if picked up compacted snow or Ice including wet ice Dry runway A dry runway is one which is neither wet nor contaminated and includes those paved runways which have been specially prepared with grooves or porous pavement and maintained to retain
182. epts i e WILCO the ITP clearance by CPDLC If a report level instruction is included in the ITP clearance the ATSU monitors the aircraft FL refer to Figure C 18 Then PF starts the ITP maneuver without delay The aircraft must Climb at 300 ft min minimum or any higher rate as required by the appropriate authority Maintain its assigned Mach number O0 2 Appendix C AIRBUS Getting to grips with Surveillance D OPEN Z WILCO Z a ITP BEHIND AZE1597 AND 0O AHEAD OF TYU7914 CLB TO amp MAINT FL340 REPORT FL340 PGE PGEt Fe CANCEL MONITORING SS es ee BE lt OTHER HW E QB G FG Figure C 17 ITP clearance Figure C 18 Accept the clearance When the aircraft engages the ITP maneuver and is more than 300 ft from the initial FL the ATSAW function displays the message VERTICAL MANEUVER IN PROGRESS in the ITP TRAFFIC LIST page refer to Figure C 19 The ATSU triggers a report level message when the FL in the report level instruction is reached refer to Figure C 20 ITP TRAFFIC LIST hy DESIRED FL FL 370 ERT w VERTICAL MANEUVER IN PROGRESS REMINDER MODIFY CANCEL during the ITP maneuver Figure C 20 Report level Note 1 If ITP is no more possible when the flight crew receives the ITP clearance the flight crew must refuse the ITP clearance Note 2 If a problem occurs during the ITP maneuver the flight crew must ap
183. equently there are very little precipitations Contrary to a common thunderstorm structure the bottom part of the thunderstorm is less reflective than the upper part or even not visible on radar display Refer to Figure 6 27 G 4 4 DOWNDRAFT The downdraft is a movement of cool air induced by the precipitation of water droplets When the downdraft hits the ground it spreads out in all directions were 2 Getting to grips with Surveillance AIRBUS Appendix G If the thunderstorm is J stationary the resulting gust front will be more or less circular centered on the downdraft If the thunderstorm moves the resulting gust front precedes the thunderstorm the gust front is downwind w ee Refer to G 4 6 Gust Front Downdraft Cold air Figure G 4 Downdraft development G 4 5 DOWNBURST The downburst is a powerful downdraft that can induce significant damages on the ground e g felled trees Horizontal winds from downburst may be as high as 100 kt e The macroburst is a downburst on a horizontal extent of more than 4 km e The microburst is a powerful downburst on a horizontal extent of less than 4 km It can be either dry or wet A dry microburst occurs with little or no precipitation when reaching the ground The dry microburst is the result of an evaporation of rain in a dry air The rain that evaporates cools the air The cool air descends and accelerates as it approaches the ground The visible Signs of a dry m
184. erserererrrrererrrrerrrrererrrrrrerrrrrrrrrne 5 26 ROP Indications When Engaged ssssserssrerererrererrrrerrrrererrrrerrrrrrererrne 5 26 Indications for Auto Brake Disconnection ssssssssssssssssus2nsunsnnsennnn 5 27 ROW ROP CONTOS ccinn NENEA ERRENA 5 27 PUT AY Aaa E SEEE 5 27 Operational recommendations for ROW ROP sssssnsnssnnnnnnnnnnnnnnnnnn 5 28 FOF the GMb 6 seinnaa ANR 5 28 FOF the TIGNU ChOW ssisisssrssrsi snusen nE E EEEn Eana 5 28 Regulations for ROW ROP sssssssnnsnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 5 28 Manufacturers for ROW ROP BTV cccccccccccccccccccccccccccscceeceeseeeeeeees 5 29 Y Getting to grips with Surveillance AIRBUS Table of contents 5 Future SyStemMS siiiscttcctenstcnicencnacadscctenidescttondansienacawenanecencieemassecseccnemes 5 29 5 Description OF RAAS siiicar aa aaa 5 31 5 Approaching Runway On Ground Advisory Routine sssssssee0es 5 31 5 gl goo ee ee A ee eee ee er ee eee ere 5 31 5 UHIGSGSCING COM GIONS cayaiecunestcnesnramnesens eruusaieetanndtenencineteeeduraenenouns 5 31 5 On Runway Advisory ROUTING sssssssssussnnnuusnnunnunnnnnnnnnnnnnnnnnnnnnnnn 5 32 5 PUDO O a eee te re te ee ee ee ee re ere 5 32 5 Thiggernng CONGIIONS stvacicuctartcessecersepsensertisercisereuesinecaciiterinesstrcumeneua 5 32 5 Takeoff on Taxiway Advisory Non Routine sssssssssss222222 2 x 5 32 5 PUTOS eee ee rer ee eee er ee ee re ee ee 5 32 5 WHOSE COM GI
185. ese additional messages convey parameters such as The selected altitude The ground speed The barometric pressure setting The true air speed The roll angle The magnetic heading The track angle rate The indicated airspeed The true track angle The Mach number etc 3 Mode S stands for Selective 2 5 Y 2 Aircraft identification and position reporting AIRBUS Getting to grips with Surveillance 2 1 3 4 GROUND INITIATED COMM B GCIB The Mode S ELS EHS is sometimes called GCIB It indicates that data are transmitted following an interrogation from the ground GCIB is different from Extended Squitters refer to 2 1 3 8 Extended Squitter that transmit data without solicitation 2 1 3 5 COMM A AND COMM B Comm A is communication protocol for an interrogation of 56 or 112 bits on 1030 MHz from the ground to the aircraft Comm B is a communication protocol for a reply of 56 or 112 bits on 1090 MHz following a Comm A interrogation from the aircraft to the ground CANES For 24 BIT ADDRESS OR MODE S ADDRESS The 24 bit address is also called Mode S address of aircraft ICAO code The 24 bit address format permits 16 777 216 different addresses Therefore each aircraft has its own 24 bit address and a selective interrogation is possible The State of Registry delivers the 24 bit address with the aircraft registration documents The 24 bit address is usually given on 6 digits hexadecimal format or o
186. et before initiating the ITP maneuver The ATC controller remains responsible for the aircraft separations Therefore the flight crew is not required to monitor the separations with the Reference Aircraft during the ITP maneuver C 2 2 AIRCRAFT ON THE SAME DIRECTION The definition of the term Same Direction is derived from the term Same Track given in ICAO PANS ATM Doc 4444 see References Aircraft are on a same direction when the difference of track angles is Less than 45 or More than 315 Refer to Figure C 2 C 2 3 ITP VOLUME The ITP criteria apply to aircraft that are in the ITP volume The ITP volume is centered on the ITP Aircraft and defined as follows Height 4 000 ft above the aircraft in climb or below the aircraft in descent Length 160 NM It is equal to procedural longitudinal separations 10 min or 80 NM behind and ahead of the aircraft Width 40 NM This width ensures that aircraft on parallel tracks are excluded of the ITP process e g when lateral separations of 30 NM are applied Figure C 2 Same direction were 2 Getting to grips with Surveillance AIRBUS Appendix C 30 NM Aw gt Figure C 3 ITP volume Figure C 3 illustrates the ITP volume for an ITP climb The ITP maneuver is vertically limited to 4 000 ft 4 000 ft in climb 4 000 ft in descent Therefore Reference Aircraft may be between 1 000 and 3 OOO ft above in climb or below i
187. evel MTCD MTOW NAC NAS NASA NATOTS NATS ND NGATS or NextGen NIC NLC NOTAM NPRM NUC OANS OIT OTS P N PAC PANS ATM PANS OPS PANS RAC PDA 29 Getting to grips with Surveillance Minimum Terrain Clearance Distance Maximum Take Off Weight Navigational Category National Airspace System Accuracy USA National Aeronautics and Space Administration North Atlantic Organized Track System National Air Traffic Services UK Navigation Display Next Generation Air Transportation System USA Navigational Integrity Category Noctilucent Cloud Notice To Air Men Notice of Proposed Rule Making Navigational Uncertainty Category On board Airport Navigation System Operator Information Telex Organized Track System Part Number Path Attenuation Compensation Procedures for Air Navigation Services Air Traffic Management Procedures for Air Navigation Services Operations Procedures for Air Navigation Services Rules of the Air and Air Traffic Services Premature Descent Alert Getting to grips with Surveillance PF PFD PNF PPOS PRIM PSR PWS R T RA RA RAAS RADAR RAI M RCD RFCF RMP RNP AR ROP ROT ROW RTO RVSM RWY S amp M SA SARPs SAT Pilot Flying Primary Flight Display Pilot Non Flying Present Position Primary Flight Control and Guidance Computer Primary Surveillance Radar Predictive
188. eviation of the FM position from the current aircraft position induces a shift of the terrain display on 4 16 2 Getting to grips with Surveillance AIRBUS 4 Terrain surveillance ND The Map Shift may cause some spurious alerts or inhibit real alerts Figure 4 16 illustrates a Map Shift that leads to spurious alerts The Use of GPS for Lateral Positioning also known as Alternate Lateral Position based on GPS for T2CAS significantly reduces errors in the calculation of the aircraft position Consequently it reduces occurrences of spurious errors In addition the use of GPS for lateral positioning e Improves the TAWS performance thanks to a more accurate aircraft position e Reduces the dependence between the navigation i e FMS and the surveillance i e TAWS Within the former TAWS architecture refer to Figure 4 13 the position source Is 1 The FM position first then 2 IR data if the FM position is unavailable Within the hybrid refer to Figure 4 14 or autonomous architecture refer to Figure 4 15 the selection of the position source applies the following sequence by order of priority 1 GPS position then 2 IR data from ADIRU 1 on A320 A330 A340 aircraft or IRU 1 for A300 A310 aircraft combined with the last valid GPS data GPI RS then 3 FM position from FMGEC 1 for A320 A330 A340 aircraft or FMS 1 for A300 A310 aircraft When all these sources are not valid or not accurate enough Ift
189. f wind shear are the ones that mostly affect aircraft performances H 1 1 LONGITUDINAL WIND SHEARS Descent Thrust Weight Figure 1 Equilibrium of aerodynamic forces The equilibrium of aerodynamic forces illustrated in Figure 1 assumes that The flight is straight no turn and is not accelerating The thrust is along the flight path y is the angle of climb descent 2 Appendix AIRBUS Getting to grips with Surveillance Climb Level Descent Thrust Weight Figure 2 Resultant flight path vector Derea headwind I ncreasing tailwind Figure 2 illustrates the initial effect resultant flight path vector R due to the transient decrease of airspeed following a decreasing headwind or an increasing tailwind until the aircraft reaches a new equilibrium Weight Figure 3 Resultant flight path vector Trereasing headwind Decreasing tailwind Figure 3 illustrates the initial effect resultant flight path vector R due to the transient increase of airspeed following an increasing headwind or a decreasing tailwind until the aircraft reaches a new equilibrium Considering the transient effect of wind shears on airspeed an increasing headwind is equivalent to a decreasing tailwind and vice versa When the aircraft passes the wind shear the aircraft naturally returns to equilibrium thanks to its longitudinal stability However the flight crew must often take the controls to avoid the aircraft starting
190. for the Enhanced ATS in Non Radar Areas using ADS B Surveillance ADS B NRA Application The Australian AC 21 45 Airworthiness Approval of Airborne Automatic Dependent Surveillance Broadcast Equipment The Canadian AC 700 009 Automatic Dependent Surveillance Broadcast The US NPRM Automatic Dependent Surveillance Broadcast ADS B Out Performance Requirements to Support Air Traffic Control ATC Service Agreements between EASA CASA Australia Transport Canada permit the recognition of the European AMC 20 24 in Australia and Canada for ADS B NRA Indeed the European AMC 20 24 is the most restrictive circular Consequently A320 A330 A340 A380 aircraft certified as per the European AMC 20 24 are eligible for ADS B NRA operations in Australia and Canada Transponders compliant with DO 260 are eligible for ADS B NRA operations 2 20 2 Getting to grips with Surveillance AIRBUS 2 Aircraft identification and position reporting The FAA expects to release the final rule based on its NRPM by the end of 2009 It encompasses demanding ADS B performance requirements for the 2020 milestone of the Surveillance and Broadcast Services program refer to Appendix A Worldwide ADS B implementation The NPRM aims at ADS B RAD services At the time of writing the brochure a lot of discussions about the NPRM were in progress Updated information will be provided in a timely manner Operators must obtain an operational approval befo
191. formation Figure 7 43 AESS indications on A380 PFD 7 1 8 4 AURAL ALERTS AESS provides the same aural alerts as the ones provided by stand alone systems For TCAS alerts refer to 3 1 7 2 TCAS Aural Alerts For TAWS alerts refer to 4 1 5 TAWS Indications see EGPWS For WXR alerts refer to 6 1 7 Weather Radar Indications 7 1 9 AESS CONTROLS All AESS controls are common to Captain and First Officer except the following that are limited to onside displays KCCU SURV key EFIS CP settings display and range selection WXR SURV panel settings elevation tilt gain VD azimuth WXR MFD SURV CONTROLS settings elevation tilt gain mode WX MAP WX ON ND 27 24 Y Getting to grips with Surveillance AIRBUS 7 Aircraft environment surveillance 7 1 9 1 KCCU SURV KEY The KCCU SURV key is a shortcut to the MFD SURV page SURV Refer to Figure 5 15 for the global KCCU picture Figure 7 44 KCCU SURV key TV clgosee EFIS CONTROL PANEL EFIS CP With the EFIS CP in addition to the range selection the flight crew can select the information to be displayed WX TERR TRAF on ND and VD if available WX Weather or TERR Terrain or TRAF Traffic The flight crew cannot OON simultaneously select WX and Figure 7 45 EFIS Control Panel TERR fel ec SURV PANEL With the SURV panel the flight crew ae can TCAS Select TCAS modes ABV DN UP BLW or NORM and TA only or
192. g ADS B data or ADS B altitude see 2 2 17 ADS B Controls and Indications and Appendix B ADS B phraseology e For more information refer to See References o Eurocontrol Flight Crew Guidance for Flight Operations in ADS B only Surveillance Airspaces o Atrservices Australia Flight Operations Information Package and CASA Pilot Information Booklet 2 6 REGULATIONS FOR TRANSPONDER The interpretation of regulations in this paragraph is limited to AIRBUS aircraft at the time of writing this brochure 2 6 1 CARRIAGE OF TRANSPONDER The carriage of transponder capable of Mode C is mandatory in all ICAO member States as per ICAO Annex 6 Operations of Aircraft Part I 6 19 1 All aeroplanes shall be equipped with a _ pressure altitude reporting transponder which operates in accordance with the relevant provisions of Annex 10 Volume IV 20 19 2 2 Aircraft identification and position reporting AIRBUS Getting to grips with Surveillance 6 19 2 All aeroplanes for which the individual certificate of airworthiness is first issued after 1 January 2009 shall be equipped with a data source that provides pressure altitude information with a resolution of 7 62 m 25 ft or better 6 19 3 After 1 January 2012 all aeroplanes shall be equipped with a data source that provides pressure altitude information with a resolution of 7 62 m 25 ft or better 6 19 4 Recommendation The Mode S transponder should be provided with th
193. garding the surrounding traffic during taxi and runway operations ATSA SURF is expected to improve safety and to reduce taxi time during low visibility conditions and by night 3 6 2 2 IN FLIGHT ATSA AIRBORNE ATSA AIRB ATSA AIRB provides the flight crew with information regarding the surrounding traffic when in flight ATSA AIRB is expected to improve the traffic awareness and the safety in flight ATSA AIRB Is a general use of ATSAW when the aircraft is airborne ATSA AIRB supplements the verbal traffic information from the ATC controller and flight crews of surrounding aircraft Therefore ATSA AIRB is expected to improve the flight safety and efficiency thanks to improved traffic awareness In particular the flight crew uses ATSA AIRB to enhance existing procedures Construction of traffic awareness Visual acquisition for See and Avoid Traffic Information Broadcasts by Aircraft TIBA The benefits of ATSA AIRB are e An optimization and or reduction of workload With a better knowledge of the traffic situation the flight crew is able to manage and anticipate tasks ATSAW AIRB also reduces the mental effort to construct the traffic awareness e A reduction of radio communication With a better knowledge of the traffic situation the flight crew will request fewer updates of traffic information or fewer clearances blocked by surrounding aircraft e g request for a flight level already occupied by another aircraft e A red
194. gs e A reduced flight time thanks to the increase of the global airport Capacity ATSA VSA eases the application of the VSA procedure in the following terms The flight crew establishes the visual contact with the preceding aircraft in an easier and more reliable way The flight crew is able to clearly identify the preceding aircraft The flight crew anticipates a speed reduction from the preceding aircraft thanks to ATSAW and maintains the visual separation with the preceding aircraft more easily In addition ATSA VSA brings additional benefits to the VSA procedure e A reduced probability of wave vortex encounters as the flight crew is able to better maintain the visual separation e A reduced communication workload for the flight crew and the ATC controller as the visual acquisition of the preceding aircraft is easier The use of ATSAW with the VSA procedure is fully described in Appendix D ATSAW Visual Separation on Approach VSA 3 28 Y Getting to grips with Surveillance AIRBUS 3 Traffic surveillance 3 6 3 ATSAW ENVELOPES AND FILTERING LOGIC 3 6 3 1 ATSAW ENVELOPES Vertical extension o For ACSS T3CAS The ATSAW envelopes have the same vertical extension as the TCAS envelopes refer to Figure 3 5 They depend on the settings of the TCAS control panel ALL ABOVE or BELOW o For Honeywell TCAS TPA 100A The ATSAW envelope goes from 10 000 ft to 10 000 ft regardless of the settings of the TCAS
195. h surveillance function refers to one or several systems The 5 main surveillance functions are 1 The Aircraft Identification and Position Reporting The most commonly used system is the transponder coupled with a SSR But other systems like ADS C or ADS B are available to fulfill this function 2 The Traffic Surveillance The well known TCAS provides alerts and guidance to avoid aircraft that are too close The ATSAW application clearly identifies surrounding aircraft and their characteristics e g heading speed wake vortex category etc 3 The Terrain Surveillance Enhanced Ground Proximity Warning System EGPWS and TAWS module of Traffic and Terrain Collision Avoidance System T2CAS are TAWS to prevent Controlled Flight Into Terrain CFIT 4 The Weather Surveillance The weather radar detects and displays wet meteorological activities i e clouds precipitations turbulence on 241 34 2 1 Introduction AIRBUS Getting to grips with Surveillance Navigation Displays NDs The weather detection uses different methods Autotilt Multiscan or 3D buffer according to the manufacturer 5 The Runway Surveillance OANS displays the aircraft position on an airport map to improve the flight crew situational awareness The ROW ROP functions in conjunction with OANS provide warnings visual and aural and protection against runway end overruns RAAS is a module of EGPWS and provides aural messages regarding the aircraft position on
196. he automatic deactivation of predictive TAWS functions has been selected pin programming TAWS automatically deactivates predictive functions basic TAWS functions remain active If the automatic deactivation of predictive TAWS functions has not been selected the flight crew must manually switch predictive functions to OFF TERR to OFF refer to 4 1 6 TAWS Controls Figure 4 16 Map Shift due to an FM position error Y 4 Terrain surveillance AIRBUS Getting to grips with Surveillance 4 1 5 TAWS INDICATIONS This section briefly describes indications and controls For more details please refer to your FCOM 4 1 5 1 TAWS BASIC MODE INDICATIONS Please refer to 4 1 2 for the aural alerts provided in TAWS basic modes For EGPWS or T2CAS When the TAWS triggers a caution the When the TAWS triggers a warning the GPWS light comes on PULL UP light comes on a a 4 1 5 2 TAWS PREDICTIVE FUNCTIONS The TAWS display on ND ts available in ROSE and ARC modes TERRAIN AHEAD Caution TERRAIN AHEAD Warning amp TERRAIN AHEAD amp TERRAIN AHEAD PULL UP EGPWS Every 7 seconds until EGPWS Repeated until condition conditions disappear disappears T2CAS When the caution sensor T2CAS When the warning sensor penetrates the MTCD for at least 2 penetrates the MTCD for at least 2 seconds Every 5 seconds until seconds Repeated until conditions conditions disappear disappear a The Euro
197. he equivalence between these different predictive functions A 2 4 Terrain surveillance AIRBUS Getting to grips with Surveillance 4 1 3 1 ENHANCED GPWS FUNCTIONS 4 1 3 1 1 EGPWS Terrain Awareness and Display TAD i Slopes vary The TAD function analyses the Ra EDA terrain in caution and warning envelopes see Figure 4 3 ahead and below the aircraft When a terrain penetrates one of these envelopes the TAD function triggers visual and aural alerts The envelopes are defined by A centerline that lines up with the ground track A lead Figure 4 3 EGPWS terrain caution and warning angle is added during turns envelopes A width that starts at 1 4 NM 460 m and gets wider ahead of the aircraft with an aperture of 3 degrees on either side of the centerline An altitude floor that is computed according to the aircraft altitude the nearest runway altitude and the range to the nearest runway threshold It prevents irrelevant alerts at take off and landing A slope that varies with the aircraft Flight Path Angle FPA A look ahead distance that is computed from the aircraft ground speed and turn rate It provides an advance alert with adequate time for the flight crew to safely react The caution look ahead distance provides 40 to 60 seconds of advance alerting The warning look ahead distance is a fraction of the caution look ahead distance The TAWS displays the 2 000 ft surrounding terrain
198. he flight crew selects BTV OANS displays the braking distances computed in dry and wet conditions DRY and WET lines refer to 5 6 3 1 ROW Indications When Armed over the landing runway As ROW computes the minimal braking distances in real time OANS adjusts the DRY and WET lines on the landing runway 5 60 15 ROW ENGAGED ROW engages when the minimal braking distance computed in dry or wet conditions exceeds LDA It means that ROW engages when the DRY or WET line in BTV mode only exceeds the runway end on OANS display When ROW engages it triggers an alert with visual and or aural indications When the braking performances computed in wet conditions are not sufficient and the runway is currently wet the flight crew should perform a go around When the braking performances computed in wet conditions are not sufficient and the runway is currently dry the flight crew should disregard the alert When the braking performances computed in dry conditions are not sufficient the flight crew should perform a go around ROW disengages and disarms when the flight crew performs a go around ROW disengages but remains armed when updated braking distances in dry and wet conditions do not exceed LDA anymore ROW triggers an aural alert only below 200 ft RA when the braking performances in dry conditions are not sufficient 5 22 Y Getting to grips with Surveillance AIRBUS 5 Runway surveillance 5 6 1 4 ROP ARMED
199. he position 0 4 for the heading 0 5 kt for the speed The flight crew interacts with OANS through e EFIS CP To select the display mode ARC ROSE NAV or PLAN To activate the OANS display on ND EFIS CP range selector on ZOOM position To select the display range 5 NM 2 NM 1 NM 0 5 NM 0 2 NM e KCCU To select an airport TO navigate throughout the Airport Moving Map drag technique To set some marks flags and crosses for drawing a path To activate the correct database Refer to 5 1 4 OANS Controls for details Ideli APPROACHING RUNWAY ADVISORY lt ops OANS triggers the APPROACHING RUNWAY advisory each time the aircraft approaches a runway a runway intersection a displaced area or a stop way The APPROACHING RUNWAY advisory is a pulsing message with the name of the runway refer to 5 1 3 5 Approaching Runway Indication The detection of an aircraft approaching a runway is based on the intersection of the di Aircraft Protection Volume with 60 m S N 9 the Runway Area The shape and Aircraft Protection Volume i the orientation of the Aircraft Protection Volume depend on the aircraft dynamics speed acceleration turn rate The Runway Area is an area with a 60 m clearance 200 ft from the runway edges Runway Area ia iy ag h 60 m 60 m 60 m Figure 5 2 Detection of runway proximity 5 6 Y Getting to grips with Surveillance AIRBUS 5 Runwa
200. he tilt angle refers to the horizon and not to the longitudinal centerline 60 8 460 Scan range Display range Figure 6 15 Wind shear detection range The weather and turbulence detections Honeywell and Rockwell Collins weather radars cover an area as defined in Figure 6 13 For Honeywell radar only the horizontal plane is divided into five sectors dashed on Figure 6 13 for Autotilt purposes Refer to 6 1 5 1 Autotilt Honeywell Figure 6 14 Pitch and Tilt The wind shear detection covers a sector of 60 from the centerline on either side of the aircraft Wind shear events are displayed within a sector of 30 for Rockwell Collins radars 40 for Honeywell radars from the centerline on either side of the aircraft 2 Getting to grips with Surveillance AIRBUS 6 Weather surveillance 6 1 2 2 WIND SHEAR DETECTION Two kinds of protection are provided against wind shears The Predictive Wind Shear PWS performed by the weather radar to Wa B avoid wind shear events The Reactive Wind oo Shear performed by the redictive i Reactive flight controls to escape Wind Shesr Wia Sh ay from wind shear events X Figure 6 16 Predictive and Reactive Wind Shear Appendix H Low level Wind shear effects on aircraft performances summarizes the effects of wind shears on aircraft performances ae P a lt 6 1 3 WEATHER RADAR OPERATING MODES Accord
201. he visual contact can be maintained the flight crew o Informs the ATC controller that the preceding aircraft with its flight number displayed on ND is in sight e g PRECEDING TRAFFIC AIB1234 IN SIGHT Requests a clearance for VSA procedure Go to the next step D 1 2 CLEARANCE FOR THE MAINTENANCE OF THE VISUAL SEPARATION WITH THE PRECEDING AIRCRAFT Current VSA procedure Basic VSA procedure Advanced VSA procedure Green italic is specific to the basic Blue italic is specific to the enhanced procedure procedure Amber italic is specific to the basic and advanced procedure The ATC controller clears the flight crew o TO maintain a visual separation with the preceding aircraft o If needed to continue on a visual approach The flight crew accepts or refuses the clearance The flight crew can better assess the ATC clearance with ATSAW If the flight crew accepts the clearance go to the next step D 4 2 Getting to grips with Surveillance AIRBUS Appendix D D 1 3 MAINTENANCE OF VISUAL SEPARATION ON APPROACH Current VSA procedure Basic VSA procedure Advanced VSA procedure Green italic is specific to the basic Blue italic is specific to the enhanced procedure procedure Amber italic is specific to the basic and advanced procedure The flight crew o Flies the approach o Looks at the preceding aircraft on ND with the traffic display enabled o Looks at the preceding aircraft out the window o De
202. hed Traffic Information The ATSAW function do not provide any alerts For collision avoidance purposes the flight crew must refer to TCAS indications ATSAW is the AIRBUS designation ATSA is the ICAO standard designation 3 23 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance The ATSAW function is a tool that assists the flight crew for the visual acquisition of surrounding aircraft capable of ADS B OUT The flight crew must not use the ATSAW function for self separation and collision avoidance ae Se p P surrounding ean yA function Therefore TCAS Own aircraft te and ATSAW information are ee XPDR ADS B Out seamlessly integrated ates av ae refer to _Bem2 4AE 555 8 In TCAS TCAS ADS B In Combination of TCAS and CL hi ADS B Information ADS B ground ADS B Out XPDR ae The new TCAS computer still provides TA and RA when aircraft separations are not sufficient In addition it provides enriched information to the flight crew thanks to the ATSAW function A Figure 3 11 ADS B data broadcast and collection TCAS computer capable of ATSAW The introduction of the ATSAW function into the TCAS computer does not change TCAS operations The new TCAS computer triggers TA and RA ACAS function in the same way as a conventional TCAS computer does However the TCAS computer capable of ATSAW is compliant with TCAS II Change 7 1 Refer to
203. ical distance to the top or bottom of a cell at a given distance the following formula can be used Height feet Tilt degrees x Distance NM 00 6 26 2 Getting to grips with Surveillance AIRBUS 6 Weather surveillance When tilting downward by 1 the appearance of a cell at 80 NM means that the top of cell is located at 8 000 ft below the aircraft Note that in the case of a cumulonimbus it indicates the radar top a e Figure 6 41 Vertical extension measurement with tilt 6 2 OPERATIONAL RECOMMENDATIONS FOR WEATHER RADAR This paragraph of operational recommendations is intentionally non exhaustive For more recommendations please check your FCOM and or FCTM as they are more frequently updated Recommendations are also available in pilot s guides from the weather radar manufacturers See References 6 2 1 WEATHER RADAR OPERATIONS Dedede L FOR THE AIRLINE e Inform your flight and maintenance personnel about radiation hazards from the weather radar antenna e Train your flight crews to use the weather radar and to analysis and interpret weather returns properly and efficiently e Ensure a proper maintenance of weather radar components including the radome e g check radome every C check A faulty component may affect the sensitivity of the weather radar and then the weather indications on ND 6 22 FOR THE FLIGHT CREW Periodically scan the weather vertically tilt and horizon
204. ications e Monitoring of the DRY and WET lines under 500 ft is at PNF s discretion PNF should concentrate on basic flying parameters e Use the A THR instinctive disconnect pushbutton on the thrust levers to disconnect the auto brake 5 8 REGULATIONS FOR ROW ROP The interpretation of regulations in this paragraph is limited to AIRBUS aircraft at the time of writing this brochure At the time of writing the present brochure there is no mandate for the carriage of the ROW ROP function 9 28 Y Getting to grips with Surveillance AIRBUS 5 Runway surveillance 5 9 MANUFACTURERS FOR ROW ROP BTV AIRBUS developed ROW and ROP that are distributed among several systems They are optional functions and are simultaneously activated via pin programming Figure 5 36 provides a simplified view of the ROW ROP architecture Brake Pedals A THR DISC Auto Brake Figure 5 36 ROW ROP BTV architecture 5 10 FUTURE SYSTEMS AIRBUS studies the extension of ROW ROP to the manual braking mode 5 29 Y 5 Runway surveillance AIRBUS Getting to grips with Surveillance Please bear in mind Description The ROW and ROP functions help the flight crew anticipating an overrun of the runway end at landing During the final approach ROW provides aural and visual indications that invite the flight crew to consider a go around On the runway ROP provides aural and visual indications for the settings of thrust reverse
205. icroburst are o A cumulus or cumulonimbus with virga precipitation that evaporates before reaching the ground o Aring of blowing dust on the ground beneath the virga A wet microburst occurs with moderate or heavy precipitation on the ground The wet microburst forms with the drag of precipitations The visible sign of wet microburst is a rain foot prominence of precipitation forming near the ground G 4 6 GUST FRONT A gust front is the result of a thunderstorm downdraft hitting the ground and Spreading out on the ground surface Gust fronts may produce severe turbulence and generally spread out downwind As a general rule when flying at low altitude near airports pay a lot of care in presence of thunderstorms The risk of downdraft or downburst is present all around the cloud but especially tn the direction the cell moves approaching thunderstorm The onset of associated turbulence may be extremely abrupt Windshear procedures must be applied without delay At ground level the gust front may appear in a fraction of a second and have enough energy to damage an aircraft sitting on ground Eers Y Appendix G AIRBUS Getting to grips with Surveillance G 4 7 WIND SHEAR The wind shear is a variation of wind in speed and or direction on a short distance It is a well known cause of fatal accidents during take off or landing However there are several types of wind shears with different levels of danger There
206. ifting mechanism for new cells New cells will tend to form on the downwind side of existing cells G 2 4 SUPER CELL The super cell is an example of diverging mechanism in atmospheric dynamics If the airmass is very unstable up to a large altitude vertical speeds are high A very active convection cycle is triggered inside the cloud which activates condensation and icing step 1 of Figure G 2 This puts dry air in contact with precipitations Dry air is rapidly cooled This super cold air is the origin of massive air falls called downdraft and downbursts step 2 of Figure G 2 A super cell thunderstorm can grow up to 10 NM horizontally and 60 OOO ft vertically Due to the powerful updraft the top of the thunderstorm may Figure G 2 Super cell development deploy above the Tropopause step 3 of Figure G 2 The resulting anvil top deploys downwind and commonly produces hail It can produce powerful updraft more than 90 kt 9 100 ft min surface winds more than 70 kt large hailstones 10 cm 4 in and tornadoes G 2 5 OCEANIC CELL Oceanic cells contain less water than continental cells Consequently for equivalent height oceanic cells are less massive and less reflective than continental cells G 2 6 SQUALL LINE A squall line is a line of thunderstorms that form approximately 150 NM ahead of a cold front It may extend on several hundred miles Typical thunderstorm weather heavy rain ha
207. iicicantanttvnttiicicmntsnttvnttiticmtminnanenin 3 21 Honeywell TPA LOOP ioissisiiis sic cisiidierees cia isee ce ines ines ee deans ee deeeereeeessacenine 3 21 FuUtUre SYSTEMS oes sisters se demees cues EAEEREN ESEO 3 21 DESCrIDUION OF ATSAW wareceaecccrescctewetencditerennsiveiencsiditersiveteniteen 3 23 Enriched Traffic nformation sssssssnunnnnnnnnnnnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 3 24 ATSAW Applications sssssssnosunnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 3 25 On Ground ATSA Surface ATSA SURF ccc cece cece cece eee e eee eeeeeeeeesenaes 3 25 In Flight ATSA Airborne ATSA AIRB ccc cece ccceee cece eeeeeeeeeeeneneeeeees 3 25 In Cruise ATSA In Trail Procedure ATSA ITP cccccceseeeeeeeeeeeeeeeeeeaes 3 27 During Approach ATSA Visual Separation on Approach ATSA VSA 3 28 ATSAW Envelopes and Filtering LOGIC cccccsseessscnnnesssseeeeeseeeessananes 3 29 BISA ENV ODES sorrara Aaaa EEEE erent A eet EEE 3 29 PICS COOC ara E E E AAEE EE EE E EE A EEEE 3 29 ATSAW NAIC IONS n EEA 3 29 NO A E E P S E A E E A A E E EEE 3 29 MODU aa E E A E T E EE 3 32 ATSAW COMMU ONS ienn ino aS 3 38 MODU CONTO aaraa E EE EE EES 3 38 EC ECO ae E E E E aber E T E E OS 3 39 Operational Recommendations for ATSAW ccsssseeeeeeeeeeeeeeeseeeeees 3 40 molaeat wl a eer eer rr ener Cree er ererer ener ere rer eer errr creer errr creer errr cre rer errr er errr ere 3 40 F r the FIONN CreW waracd
208. il lightning strong winds tornadoes may occur on a large area Eeka 2 Appendix G AIRBUS Getting to grips with Surveillance G 3 HAIL ENCOUNTER Figure G 3 provides a rough order of magnitude of hail encounter probability with a mature thunderstorm The probabilities may vary according to the current weather conditions The thunderstorm is vertically split into three thirds The top third ice crystals only and the mid third present a high probability of hail encounter Figure G 3 Probability of hail encounter The bottom third is the area of medium probability Hail may also be encountered on the downwind side This is the reason why aircraft should avoid thunderstorm on the upwind side G 4 TURBULENCE The present paragraph briefly references the different kind of turbulence G 4 1 CLEAR AIR TURBULENCE CAT CATs occur at any altitudes At high altitudes in the shear of jet streams or Any altitudes downstream of mountains or Near areas with high vertical wind gradient Weather radars do not detect CATs because CATs do not contain water G 4 2 TURBULENCE DOME Several thousand feet above the visible top of a thunderstorm severe turbulence Occurs G 4 3 THUNDERSTORM VAULT The thunderstorm vault occurs when the airmass is unstable at high level only and the lower air is too dry to feed the convection Most of the unstability is trapped in the upper part of the thunderstorm Cons
209. ime as the own aircraft ATSA AIRB improves the TIBA procedure as o It reduces the mental effort of the flight crew to construct the traffic picture o It permits the flight crew to anticipate any maneuvers for collision avoidance o Some flight crews do not broadcast traffic information on the TIBA frequency 3 0 2 3 IN CRUISE ATSA IN TRAIL PROCEDURE ATSA ITP ATSA ITP is the use of ATSAW with the In Trail Procedure ITP The ITP enables aircraft in oceanic and remote non radar airspaces to change flight levels on a more frequent basis The benefits of the ITP are e A reduction of the fuel consumption by flying the optimum cruise flight level e A reduction of emissions by burning less fuel e An improvement of the flight efficiency by flying flight levels with more favorable winds e An improvement of the flight safety by avoiding flight levels with turbulence e An increase of the airspace capacity by musical chair sequence an ITP aircraft leaving its initial flight level leaves a space for another aircraft 3 27 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance ATSAW significantly improves the traffic awareness of the flight crew When the flight crew applies the ITP with ATSAW the ATC controller may authorize the flight crew to climb or descent with temporarily reduced minima of longitudinal separations in predefined circumstances Therefore thanks to the reduced longitudinal separation minima flight
210. imity warning of surrounding aircraft to assist the flight crew in the visual acquisition of intruder aircraft TCAS is installed in some small aircraft and helicopters in some regions in the world e g aircraft with less than 31 and more than 10 passengers in USA TCAS is out of the scope of the present brochure ACAS II is a ACAS augmented with the capability to provide Resolution Advisories RA in the vertical plane The development of ACAS II started in the early 1990s Several standards or Changes have been defined and the latest one is known as TCAS II Change 7 1 or Version 7 1 The TCAS II Change 7 1 is compliant with ICAO Standards and Recommended Practices SARPs for ACAS II ICAO mandated the carriage of ACAS II Change 7 0 since 2003 since 2000 in Europe At the time of writing the brochure the TCAS II Change 7 1 was released ICAO intends to mandate the TCAS II Change 7 1 from 2012 refer to 3 1 6 TCAS Change 7 1 ACAS III is intended to provide TA and RA in both vertical and horizontal planes At present no ACAS III system has been developed and none is likely to appear in the near future due to technical and operational difficulties The level of protection provided by TCAS depends of the transponder capability of Surrounding aircraft ACAS ACAS II Mode A XPDR TA TA LTA Mode C or S A aircraft ACAS TA amp RA TA amp Surrounding Most equipment installed on AIRBUS aircr
211. in the generation of the vertical weather view e g along flight plan along track along selected azimuth on path and off path weather atmospheric influences on barometric elevations 7 3 REGULATIONS FOR AESS The interpretation of regulations in this paragraph is limited to AIRBUS aircraft at the time of writing this brochure ee Y Getting to grips with Surveillance AIRBUS 7 Aircraft environment surveillance The A380 AESS proposes an integrated solution for surveillance functions with some enhancements Nevertheless the AESS elementary functions are quite similar to the non integrated surveillance functions described in the previous chapter i e transponder TCAS TAWS WXR Therefore the operational requirements are the same 7 3 1 TRANSPONDER FUNCTION Refer to 2 6 Regulations for Transponder 7 3 2 TCAS FUNCTION Refer to 3 3 Regulations for TCAS 7 3 3 TAWS FUNCTION Refer to 4 3 Regulations for TAWS 7 3 4 WEATHER RADAR FUNCTION Refer to 6 3 Regulations for Weather Radar 7 4 MANUFACTURERS FOR AESS Honeywell and AIRBUS jointly developed the A380 AESS to integrate all surveillance systems in one Figure 7 1 provides a simplified view of the AESS architecture Functions supported by the AESS are derived from elementary Honeywell products XPDR from TRA 67A Mode S transponder TCAS from TPA 100A TCAS TAWS from EGPWS WXR from RDR 4000 weather radar 7 5 FUTURE SYSTEMS 7 5 1
212. ination airport Before or after the transition to the FWS CRUISE phase i e 1 500 fr or 2 min after lift off particularly for proximate airports less than 300 NM 5 1 1 7 MAP REFERENCE POINT The Map Reference Point is the reference point to center the airport map when the flight crew selects the PLAN mode The Map Reference Point is Either the Aerodrome Reference Point when the aircraft is airborne or The current aircraft position when the aircraft is on ground 5 1 2 OANS PRINCIPLES wo pl ea k AIRPORT MOVING MAP OANS displays an Airport Moving Map on ND at the discretion of the flight crew in ARC ROSE NAV or PLAN modes The displayed airport may be Either manually selected by the flight crew in PLAN mode only or Automatically selected by OANS from either the departure airport or the destination airport entered in FMS The Airport Moving Map includes comprehensive information about 5 5 Y 5 Runway surveillance AIRBUS Getting to grips with Surveillance e Runways QFU stopways thresholds centerline intersections markings exit lines shoulders LAHSO markings etc e Taxiways taxi identifiers guidance lines holding positions shoulders etc e Aprons parking stand areas parking stand locations stand guidance lines aerodrome reference points de icing areas etc Thanks to a GPS IRS hybridization OANS locate the aircraft on the Airport Moving Map with an accuracy of 10m 33 ft for t
213. ing to grips with Surveillance Note 1 The Mode S transponder must receive GPS data in order to broadcast ADS B data The GPS source Is either a MMR or a GPS SU All MMRs installed on AIRBUS aircraft and Honeywell GPS SU are compliant with ADS B OUT requirements Note 2 The Mode S transponder gets pure GPS data via ADIRU Only hybrid ADI RUs are able to connect to a GPS source Therefore Mode S transponders connected to autonomous ADIRU cannot get GPS data for ADS B transmissions Mode S transponders connected to autonomous ADIRU always send a NUC 0 i e integrity is not known as the aircraft position is not based on GPS 2 7 1 ACSS XS 950 The ACSS XS 950 transponder P N 751 7800 10005 is compliant with DO 260 and the European AMC 20 24 The latest version of XS 950 P N 751 7800 10100 is compliant with DO 260A Change 2 and the European AMC 20 24 This latter transponder is directly linked to the GPS source in order to improve the ADS B OUT performances e g latency More information is available at http www acssonboard com 2 7 2 TRANSPONDER PART OF ACSS T3CAS The ACSS T3CAS is a further step of integration including A Mode S transponder capable of ADS B NRA as per DO 260A Change 2 A TCAS II compliant with TCAS II Change 7 1 An enhanced TAWS module derived from T2CAS TAWS module The advantages of this integration are the same as for T2CAS a step further reduced weight volume wiring and power consumption
214. ing to the weather radar manufacturer several operating modes are available Based on the radar principle the weather radar is able to detect Weather or more precisely wet precipitations Turbulence except Clear Air Turbulence Wind shears The ground From one manufacturer to another the operating modes may vary As a general rule the different operating modes are defined for de cluttering purposes i e superimposition of different layers of information 6 1 3 1 WX MODE The weather radar detects wet precipitations up to 320 NM and provides a coded color display according to their precipitation rates Refer to 6 1 1 4 Gain for the color code ope IG Pea WX T WX TURB OR TURB MODE In addition to weather the weather radar detects and displays turbulence except Clear Air Turbulence in magenta The detection of turbulence is limited to a range of 40 NM The detection of turbulence as well as wind shears is based on the Doppler principle Indeed the weather radar detects an area as turbulent if velocities of water droplets are above 5 m s and the area presents high variations in velocities The weather radar will not consider an area where water droplet velocities are quite homogeneous as turbulent 6 13 2 6 Weather surveillance AIRBUS Getting to grips with Surveillance c Non Turbulent 2 Turbulent The left part of Figure 6 17 shows a 3 E wide spectrum of velocities but the a g numbers of return
215. ion with outside visual references e Outside visual references supersede OANS indications in case of uncertainty e Consult NOTAM before taxiing and update the ND airport map with flags and crosses as necessary The OANS database may not include recent changes as it is updated every 28 days e Chase doubts in ATC communications e g clearance to cross a runway to line up for take off Refer to FOBN Human Performance Effective Pilot Controller Communications See AIRBUS References e Refer to FOBN Runway and Surface Operations Preventing Runway Incursions See AIRBUS References e PF Refer to outside visual references PNF Assist PF with OANS indications as necessary e PNF In reduced visibility conditions announce when approaching active runways e Before takeoff when OANS is no longer used set the minimum ND range to display the first waypoint after departure or as required for weather purposes 5 3 REGULATIONS FOR OANS The interpretation of regulations in this paragraph is limited to AIRBUS aircraft at the time of writing this brochure At the time of writing the present brochure there is no mandate for the carriage of OANS 5 4 MANUFACTURER FOR OANS Thales and AIRBUS jointly developed OANS At the time of writing the present brochure OANS is available on A380 aircraft basic configuration Figure 5 20 provides a simplified view of the OANS architecture 5 17 2 5 Runway sur
216. is ND and the PNF should select a long range Thanks to this method the flight crew avoids being trapped by the Blind Alley effect The Blind Alley effect is when the aircraft flies a heading and this heading reveals a dead end formed by active cells at a distance greater than the ND range Figure 6 36 Blind Alley effect Right ND range 40 NM Left ND range 80 NM 6 24 2 Getting to grips with Surveillance AIRBUS 6 Weather surveillance 6 1 7 1 WEATHER RADAR MESSAGES Message Cause Effect Message Cause WXR DU DU overheating MAN XX X Manual tilt WXR transceiver failure WXR R T PRED W S W S failure Attitude WXR ATT Stabilization failure WXR antenna WXR ANT failure WXR control unit failure WXR CTL NO AUTOTILT Autotilt failure Discrepancy between EFIS WXR RNG CP range selection and Loss of antenna WAR STAB Stabilization WXT TEST Test mode DMC range MAN GAIN Manual gain Manual pws scans Weather radar mode OFF Note Shaded cells above apply to Honeywell radar only Ww W 2 oD O NO AUTOTILTE Ww W 2 Ww O Cc 0p O O 6 1 7 2 WIND SHEAR INDICATIONS Predictive Wind Shear Caution Predictive Wind Shear Warning 3 MONITOR RADAR DISPLAY 3 Take off WIND SHEAR AHEAD WIND SHEAR AHEAD Landing GO AROUND WIND SHEAR AHEAD The indications on PFD and ND are almost identical for Caution and Warning except W S AHEAD on PFD appears in r
217. is developed from the TAWS module of T2CAS It will also include additional features such as The Eleview equivalent to the EGPWS Peaks mode that enables RNP AR operations The obstacle database The certification of the T3CAS is expected by end 2009 More information is available at http www acssonboard com media brochures T3CAS pdf 4 5 FUTURE SYSTEMS At the time of writing the brochure no new TAWS computer is expected on a short term 2 Getting to grips with Surveillance AIRBUS 4 Terrain surveillance Please bear in mind Description The Terrain Surveillance function had been previously fulfilled with Ground Proximity Warning System GPWS that includes the reactive basic functions i e Mode 1 to 5 Today it is fulfilled by Terrain Awareness System TAWS with enhanced functions also Known as predictive functions in addition to basic functions The main TAWS products available on AIRBUS aircraft are e Honeywell EGPWS with its predictive functions Terrain Awareness and Display TAD Terrain Clearance Floor TCF and Runway Field Clearance Floor RFCF e ACSS T2CAS with its predictive functions Collision Prediction and Alerting CPA and Terrain Hazard Display THD e ACSS T3CAS that includes a transponder a TCAS and a TAWS module with Eleview and an obstacle databse Refer to 4 1 3 3 EGPWS T2CAS Comparison to compare both products Operational recommendations The main recommendations bu
218. is the track contained in ADS B messages Thanks to the different ATSAW controls refer to 3 6 5 ATSAW Controls the ATSAW symbols get different states refer to Figure 3 12 The extended label shows Basic Extended Full the flight number of the traffic The full label shows 111 Att 111 the flight number the A AIB1234 A AIB1234 323 M ground speed and the wake vortex category L Light M Figure 3 12 ATSAW symbol labels Medium H Heavy Note The wake vortex category complies with the ICAO PANS ATM definitions see References LIGHT aircraft with a MTOW less than 7 000 kg MEDIUM aircraft with a MTOW between 7 000 kg and 136 000 kg HEAVY aircraft with a MTOW more than 136 000 kg When a piece of information is missing in ADS B messages e g ground speed the piece of information is not displayed on ND When the position or the track is not available in ADS B messages the corresponding ATSAW symbol For TCAS ADS B Becomes a TCAS Only symbol For ADS B Only Is removed from ND Refer also to 3 6 4 2 4 Combination of TCAS and ADS B Information for other cases when ATSAW symbols are not displayed A flight crewmember can highlight select or both highlight and select an ATSAW symbol Refer to 3 6 5 2 Traffic Selector 2 Getting to grips with Surveillance AIRBUS 3 Traffic surveillance When a flight crewmember Highlighted and highlights or selects an Highlighted Selected Selected
219. isory is increased by 3dB compared to EGPWS call out volume level ae Ne TRIGGERING CONDITIONS e Ground speed is more than 40 kt e Aircraft is not on a runway The RAAS uses a runway database Therefore the RAAS is not able to locate taxiways Rolling on a pavement that is not a runway at high speeds triggers the Take Off On Taxiway advisory 9 32 2 Getting to grips with Surveillance AIRBUS 5 Runway surveillance 5 12 OPERATIONAL RECOMMENDATIONS FOR RAAS From the AIRBUS flight test campaign the set of advisories has been limited to three Approaching Runway On Runway Take Off On Taxiway AIRBUS has no specific recommendations on RAAS operations e Refer to FOBN Runway and Surface Operations Preventing Runway Incursions See AIRBUS References Note The certified AIRBUS RCD enables only RAAS advisories triggered on ground Therefore RAAS advisories would unlikely interfere with other call outs on ground Indeed call outs triggered on ground in AIRBUS cockpits are Predictive Wind Shear PWS alerts from Weather Radar WXR and WXR alerts have priority over EGPWS ones V1 and RETARD call outs and the RAAS does not trigger advisories at the same aircraft speeds 9 13 REGULATIONS FOR RAAS The interpretation of regulations in this paragraph ts limited to AIRBUS aircraft at the time of writing this brochure At the time of writing the present brochure there is no mandate for the carriage of RAA
220. ix A A 5 ADS B NRA IN THE HUDSON BAY CANADA A 5 1 DESCRIPTION In July 2006 NAV CANADA announced its intention to implement ADS B over the Hudson Bay by the end of 2008 refer to Transport Canada AIC 18 07 see References At the time of writing the brochure 35 000 flights a year crossed the Hudson Bay without surveillance services NAV CANADA retained ADS B as the solution to fill in the surveillance gap in this area ADS B presents significant benefits compared to SSR in terms of quality reliability and costs but it also requires operators crossing this area to be equipped with appropriate avionics In 2007 50 to 60 of the traffic over the Hudson Bay were technically capable to broadcast ADS B data IATA expects this portion of traffic to increase up to 90 in 2010 T E Pe 3 gt NAV CANADA currently leads a Y ge K mee oom consultation with its customers in order to prepare the implementation of ADS B over the Hudson Bay First operational ADS B services AN Frederiksdal started in January 2009 Poni Transport Canada plans an aa T Sagilek ADS B mandate over the Hudson Bay in mid 2009 above FL 350 HalliBeach ie Velie ani amar lata oa i al OFT ON le Coral Eo A E a Brevoort WRrederikshab dHopedale PSUAnthony Five stations are planned in the Hudson Bay Rankin Inlet Churchill Fort Severn DEN ae a Povungnituk and Coral Harbor Figure A 2 ADS B coverage in Hudson Bay
221. ji domestic airspace Surveillance based on ADS B should start in 2009 2010 Chengdu Lhasa route China ADS B is being implemented along the Chendu Lhasa route to provide a reliable and continuous control service by 2015 Presently procedural separations are applied Four ADS B stations are planned and should be validated in the course of 2009 Incheon International Airport South Korea ADS B is intended to cope with the increasing traffic and to enhance the final approach and surface monitoring ADS B operations should start in the course of 2008 At the time of writing the brochure 35 ADS B transmitters had been installed on airport ground vehicles e g fire and rescue emergency safety check airline Support etc Pakistan airspace Most of the Pakistan airspace is radar covered However some gaps in the west and northern mountain regions as well as in the south seaward part of the country remain ADS B is considered to fill in these gaps Trials are expected to start in late 2008 or early 2009 A 4 2 WEBSITE For more details please refer to the materials of the Automatic Dependent Surveillance Broadcast ADS B Seminar and The Meeting Of ADS B Study and Implementation Task Force available at http www icao or th welcome html click on the desired year of the MEETING SCHEDULE frame in the middle of the left panel then search for the ADS B SITF meeting A 4 2 Getting to grips with Surveillance AIRBUS Append
222. king terrain avoidance function i e predictive functions is mandatory in all ICAO member States as per ICAO Annex 6 Operation of Aircraft Part I 6 15 2 All turbine engined aeroplanes of a maximum certificated take off mass in excess of 15 000 kg or authorized to carry more than 30 passengers shall be equipped with a ground proximity warning system which has a forward looking terrain avoidance function As per EASA EU OPS 1 665 TAWS with a predictive terrain hazard warning function is mandatory 4 24 2 Getting to grips with Surveillance AIRBUS 4 Terrain surveillance As per FAA FAR 121 354 TAWS is mandatory for aircraft manufactured after 29 MAR 2002 TAWS is mandatory since 29 MAR 2005 for aircraft manufactured on or before 29 MAR 2002 4 4 MANUFACTURERS FOR TAWS To fulfill the Terrain Awareness function AIRBUS proposes the following two systems the Honeywell EGPWS and the ACSS T2CAS available at the time of writing the brochure ors om h L WXR w Figure 4 26 TAWS architecture Figure 4 26 provides a simplified view of the TAWS architecture x Refer to 4 1 4 Introduction of GPS Position into TAWS Architecture for details 4 4 1 HONEYWELL EGPWS The Honeywell GPWS was the first system to be certified on AIRBUS aircraft in early 1990s The Honeywell EGPWS was the first system capable of predictive functions to be certified on AIRBUS aircraft in late 1990s on A300 A3
223. l mode is not indicated in the message line 118 775 125 465 118 7754 125 465 ieee 125 465 123 450 svHr2 PZ 123 450 vHr2 122 465 STEY 121 500 ves SQUAWK 2123 STEY 121 500 vues in SQUAWK 2123 ON 123 450 4vHF2 122 465 121 500 VHFs H AT win SQUAWK 2123 STBY Figure 7 50 Transponder indications on RMP 7 2 OPERATIONAL RECOMMENDATIONS FOR AESS This paragraph of operational recommendations is intentionally non exhaustive For more recommendations please check your FCOM and or FCTM as they are more frequently updated 7 2 1 FOR THE AIRLINE P24 TRANSPONDER FUNCTION Refer to 2 5 Operational Recommendations for Transponder 7 2 1 2 TCAS FUNCTION Refer to 3 2 Operational Recommendations for TCAS s2 d3 TAWS FUNCTION In addition to recommendations provided in 4 2 Operational Recommendations for TAWS here are some recommendations specific to the A380 aircraft e During the training pay special attention to the Vertical Display VD e g automatic ground de cluttering generation of the vertical terrain view aa TE 2 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance 7 2 1 4 WEATHER RADAR FUNCTION In addition to recommendations provided in 6 2 Operational Recommendations for Weather Radar here are some recommendations specific to the A380 aircraft e During the training pay special attention to the Vertical
224. level changes should be more frequent Note The ATC controller authorizes reduced longitudinal separation minima during the climb or descent only The ATC controller re establishes procedural longitudinal separation minima when the aircraft reaches the new flight level The use of ATSAW with the In Trail Procedure is fully described in Appendix C ATSAW In Trail Procedure ITP 3 6 2 4 DURING APPROACH ATSA VISUAL SEPARATION ON APPROACH ATSA VSA ATSA VSA also called Enhanced Visual Separation on Approach is the use of ATSAW with the Visual Separation on Approach VSA procedure The VSA procedure permits the flight crew to maintain a visual separation on the preceding aircraft during the approach when VMC conditions are met The visual separation is shorter than the standard radar separation Therefore the benefits of the VSA procedure are e An increase of the airport landing capacity thanks to the shorter separations between aircraft The increase is even more significant for airports that operate closely spaced parallel runways Indeed at such airports the VSA procedure permits to simultaneously use several arrival streams with alternation of landings on parallel runways When the VSA procedure is suspended some arrival streams are suspended and the airport landing capacity is reduced e An increase of the airport take off capacity The application of the VSA procedure permits the insertion of additional take offs between landin
225. lies the usual procedures relative to CPDLC e g cross check efficient management of DCDU For more details on CPDLC refer to Getting to Grips with FANS see AIRBUS References Figure C 15 Enter ITP data and transfer the message to DCDU Note 1 At the time of writing the brochure the CRISTAL ITP consortium Suggested an ITP phraseology to ICAO ICAO evaluates the suggested ITP phraseology and should provide some recommendations Figure C 16 uses the suggested ITP phraseology Note that the ITP Traffic list displays the information in the same sequence as in the suggested ITP phraseology i e ITP distance relative position flight number see Figure C 12 and Figure C 16 Note 2 The CRISTAL ITP consortium refer to C 5 CRISTAL ITP considers CPDLC as more efficient than HF voice to request an ITP clearance for the following reasons CPDLC is faster than HF voice in terms of transmission time CPDLC prevents errors that could occur with the poor transmission quality of HF voice especially for the transmission of flight numbers CPDLC is a Direct Controller Pilot Communication DCPC media C 3 5 PF PERFORM THE ITP When the flight crew receives the ITP clearance refer to Figure C 17 PF must re check that the ITP is still possible in the ITP TRAFFIC LIST page refer to Figure C 12 PF re checks Aircraft performances Green ITP POSSIBLE in the ITP TRAFFIC LIST page If ITP is still possible PNF acc
226. lso introduces thanks to the 3D buffer the on path and off path weather concept the weather view at a selected altitude elevation mode The AESS controls are distributed on the AESS Control Panel the EFIS CP the MFD SURV page and the RMP SQWK page Operational Recommendations Operational recommendations regarding the AESS functions are the same as the ones provided for the elementary systems i e XPDR TCAS TAWS WXR The VD introduces new logics and features Therefore a special attention should be paid to mechanisms introduced by the VD Refer to 7 2 Operational Recommendations for AESS Regulations Regulations for the integrated AESS are the same as for elementary systems i e XPDR TCAS TAWS WXR Future Systems To keep pace with the deployment of the ADS B technology the AESS is expected to implement the ATSAW application for an enhanced traffic awareness 19 Abbreviations A C A THR ABV AC ACAS ACSS ADB ADIRU ADR ADS ADS B ADS C AESS AESU AFM AFS AGL AIC AIP AIRB ALA ALAR ALT RPTG AMC AMDB AIRBUS Aircraft Auto Thrust Above Advisory Circular Aircraft Collision Avoidance System Aviation Communication amp Surveillance Systems Airport Data Base Air Data and Inertial Reference Unit Air Data Reference Automatic Dependent Surveillance Automatic Dependent Surveillance Broadcast Automatic Dependent Surveillance Contract Aircraft Envir
227. lt 0 2 NM HFOM lt 0 1 NIC Without Being NM NM Notified VFOM lt 15 m C E E LLED EL O e E S 1 RC lt 20 NM EPU lt 10 NM 2 RC lt 8NM EPU lt 4 NM 3 RC lt 4NM EPU lt 2 NM SIL Probability of Exceeding Containment Bounds for 4 RC lt 2NM EPU lt 1 NM 5 RC lt 1NM EPU lt 0 5 NM 6 RC lt 0 6 NM EPU lt 0 3 NM RC lt 0 2 NM EPU lt 0 1 NM 3 a NM EPU lt 0 05 NM a ace o EPU lt 30 m VFOM lt 45 m EPU lt 10 m VFOM lt 15 m 11 RC lt 7 5m EPU lt 3 m VFOM lt 4 m E Getting to grips with Surveillance 2 AIRBUS Appendix F APPENDIX F IDENTIFICATION OF AN AIRCRAFT The following table lists the designation of the different codes used for the identification of an aircraft in the ICAO literature and in AIRBUS cockpit I CAO AIRBUS Aircraft Identification Up to 7 characters it Is The registration marking of the aircraft when In radiotelephony the call sign used by the aircraft will consist of this identification alone or preceded by the ICAO telephony designator for the aircraft operating agency The aircraft is not equipped with radio The ICAO designator for the aircraft operating agency followed by the flight identification when in radiotelephony the call sign used by the aircraft will consist of the ICAO telephony designator for the operating agency followed by the flight identification Flight Number entered into the FM INIT A page F
228. lti lateration technique covers all flight phases i e airborne and surface movements The Multi lateration technique presents roughly the same advantages than the surveillance based on ADS B e g coverage of all flight phases use in areas where the costs of a radar installation is not justified etc In addition the Multi lateration technique allows the detection of aircraft only equipped with Mode A C transponders However the Multi lateration technique requires more ground stations than ADS B Some airports e g London Heathrow already use the Multi lateration technique For more details please refer to 2 16 Y Getting to grips with Surveillance AIRBUS 2 Aircraft identification and position reporting http www eurocontrol int surveillance public standard_page sur_WAMevent htm or to the Wide Area Multi lateration Report from the Dutch National Aerospace Laboratory NLR see References 2 4 AIRCRAFT IDENTIFICATION AND POSITION REPORTING WITH FANS FANS A A systems namely ATSU for A320 A330 A340 aircraft and ATC applications for A380 aircraft host the Automatic Dependent Surveillance Contract application whereas Mode S transponders hosts ADS B OUT The ADS C application is quite different from the ADS B application The ADS C application is only used for ATC purposes contrary to ADS B that serves the traffic awareness for both ATC and aircraft capable of ADS B IN The ADS C application provides surveillance
229. mation from both beam is stored in a database and is cleared of ground returns thanks to the Ground Clutter Suppression GCS function refer to 6 1 5 3 Ground Clutter Suppression GCS Rockwell Collins According to the range selected on ND the relevant information is extracted from the database for display 6 18 Y Getting to grips with Surveillance AIRBUS 6 Weather surveillance Upper Lower Database Figure 6 22 Multiscan processing 6 1 5 2 2 Multiscan Scan Pattern e In weather mode The weather radar alternatively scans for the upper beam e g clockwise and the lower beam e g counterclockwise With this scan pattern the weather radar refreshes the weather display every 8 s e In PWS mode 1 Upper beam The weather radar alternatively scans for W Bear ar weather and wind shears and for the upper 4 wind shear v beam and for the lower beam illustrates the alternation of weather radar Figure 6 23 Multiscan scans scans With this scan pattern the weather radar in PWS mode refreshes the weather display every 11 2 s 6 1 5 3 GROUND CLUTTER SUPPRESSION GCS ROCKWELL COLLINS The Ground Clutter Suppression function automatically removes ground returns for display The GCS function is Available in WX and WX T modes Not active in MAP mode ground returns are called for display and manual operations In automatic Multiscan mode the flight crew may manually and temporarily deactivate
230. n Figure 2 5 it is preferable to derive NUCp from HPL to take into account a potential satellite failure as HFOM assumes there is no Satellite failure Transponders proposed on AIRBUS aircraft derive NUC from HPL first then from HFOM is HPL is not available 2 2 14 NAVIGATION INTEGRITY CATEGORY NIC DO 260A segregates the accuracy and the integrity of ADS B data and defines the NIC instead of the DO 260 NUC integrity information NIC is derived from HPL and defines the same circle as HPL does HPL is a radius whereas NIC a category 2 2 15 NAVIGATIONAL ACCURACY CATEGORY NAC The DO 260A NAC takes the place of the DO 260 NUC accuracy information and is derived from HFOM NAC defines the same circle as HFOM does HFOM is a radius and NAC is a category A YOY AN NAC is relative to the position and NACy QO m Xx St SS X Reported position to the velocity S SILON 2 2 16 SURVEILLANCE INTEGRITY LEVEL SIL SIL is the probability that the current position is outside the circle defined by NIC The higher the NIC NAC and SIL the higher the quality of ADS B data Figure 2 6 illustrates the differences Current position AS ait Nok SN SRN N ee rit between HFOM HPL NIC NAC and SIL SSSA NAC Soe position accuracy Figure 2 6 NIC NAC SIL 2 Getting to grips with Surveillance AIRBUS 2 Aircraft identification and position reporting 2 2 17 ADS B CONTROLS AND INDICATIONS For the General
231. n 8 digits octal format dedd AUTOMATIC DEPENDENT SURVEILLANCE BROADCAST ADS B ADS B is a application to transmit surveillance data from aircraft to ATC ground stations and between aircraft themselves and to receive surveillance data from other aircraft Automatic No action is required from the flight crew Dependent The aircraft provides the surveillance data to the ATC ground station The GPS sensor provides aircraft position and speed for ADS B transmission Surveillance The ATC controller or flight crews from other aircraft use data broadcast from own aircraft to have a picture of the traffic Broadcast In opposition to Modes A C and S operations ADS B periodically transmits surveillance data to the ATC ground station without preliminary interrogation from a ground station Compared to ADS Contract ADS C refer to 2 4 Aircraft identification and Position Reporting with FANS ADS B transmits surveillance data to the ATC ground station without specific connection between the aircraft and the ATC ground station e ADS B OUT From the own aircraft perspective ADS B OUT refers to the capability to broadcast i e to transmit without preliminary interrogation surveillance data This capability is part of Mode S transponders installed on AIRBUS aircraft Refer to 2 2 Aircraft Identification and Position Reporting with ADS B All Mode S transponders compliant with ELS and EHS fitted on AIRBUS aircraft are capable of ADS B OUT
232. n AIRBUS aircraft It is a component of the Rockwell Collins ACAS 900 suite More information is available at http www rockwellcollins com products cs at avionics systems legacy products index html 3 4 4 HONEYWELL TPA 100A From Honeywell the TPA 100A is available on AIRBUS aircraft The latest version of TPA 100A P N 940 0351 001 is compliant with TCAS II Change 7 1 More information is available at http www honeywell com sites aero TCAS htm 3 5 FUTURE SYSTEMS At the time of writing the brochure no new TCAS is expected on a short term 8 21 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance Please bear in mind Description TCAS as per TCAS II Change 7 0 fulfills the Traffic Surveillance function It provides Traffic Advisories TA Resolution Advisories RA even coordinated RA when own aircraft and intruders are equipped with Mode S transponders TCAS II Change 7 1 introduces a new reversal logic and replaces the RA ADJ UST VERTICAL SPEED ADJ UST by a new RA LEVEL OFF Most TCAS available on AIRBUS aircraft comply with TCAS II Change 7 0 ACSS TCAS 2000 or T2CAS Rockwell Collins TTR 921 Honeywell TPA 100A P N 940 0300 001 ACSS T3CAS and Honeywell TPA 100A P N 940 0351 001 complies with TCAS II Change 7 1 Operational recommendations The main recommendations but non exhaustive are e The cognizance of Eurocontrol ACAS II bulletins e An appropriate and recur
233. n Lateral flight plan Laser cut along lateral flight plan Figure 7 31 Generation of vertical weather view along FMS flight plan TAg Y 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance Heading 4 Track Manually selected A azimuth A Track P m Laser cut along track Laser cut along azimuth Figure 7 32 Generation of vertical Figure 7 33 Generation of vertical weather view along track weather view along azimuth e Image generation in manual modes In tilt and elevation modes the WXR function makes the laser cut as illustrated in 7 1 4 1 3 Manual Modes fede dad INTERPRETATION OF WEATHER AND TERRAIN ELEVATION ON VD The aircraft altitude on VD is the barometric altitude Atmospheric conditions temperature and pressure influence the barometric altitude As a consequence At the current aircraft position i e where atmospheric conditions are known terrain and weather elevation are reliable on VD Ahead of the current aircraft position i e where atmospheric conditions are unknown terrain and weather elevations are not reliable on VD Figure 7 34 illustrates the case where the air ahead of the aircraft is getting colder The aircraft is at 5 000 ft The 5 000 ft isobar gets lower as the air temperature decreases The terrain elevation below the aircraft is 2 000 ft mark 1 in Figure 7 34 as atmospheric conditions are known However the highest terrain elevation ahead of the aircraf
234. n Reporting with FANS 2 17 9 4 2 Aircraft identification and position reporting 2 5 2 5 1 7 ikea ram el 2 5 2 Pa E Ce a0 ay 2 6 2 6 1 2 6 2 2 7 2 7 1 2 7 3 2 7 4 2 8 Operational Recommendations for Transponder Conventional Transponder Operations For the Airline For the Flight Crew ADS B Operations For the Airline For the Flight Crew Regulations for Transponder Carriage of Transponder Operational Approval of ADS B OUT Manufacturers for Transponder ACSS XS 950 Rockwell Collins TPR 901 Honeywell TRA 67A Future Systems 2 AIRBUS 2 9 Getting to grips with Surveillance 2 17 2 17 2 17 2 18 2 18 2 18 2 18 2 19 2 19 2 20 2 21 2 22 2 22 2 22 2 22 2 Getting to grips with Surveillance AIRBUS 2 Aircraft identification and position reporting Since the beginning of the aviation history air traffic controllers have used the surveillance radar for years Today other surveillance methods are available with the emergence of new technologies Automatic Dependent Surveillance Contract ADS C Automatic Dependent Surveillance Broadcast ADS B and Wide Area Multilateration WAM These new surveillance methods aim at the Same goal the fulfillment of the aircraft identification and position reporting function in areas where the installation of radar is not cost effective Regardless of the technology a surveillance method may be either Dependent The aircraft sends its position
235. n descent the cruise flight level Refer to Figure C 4 SS 4 000 ft Neem a 3 000 ft SS E A 2 000 ft aad LONG p m 1 000 ft Separations d CRZ FL ITP DARRE distance L E 4 000 ft a TP Aircraft Aa Reference Aircraft A Other aircraft Figure C 4 Side view of ITP volume C3 2 Appendix C AIRBUS Getting to grips with Surveillance C 2 4 ITP GEOMETRIES The maximum number of Reference Aircraft is limited to two Reference Aircraft are at any flight levels between the initial and the desired flight levels The following illustrations describe some ITP geometries Other geometries refer to two Reference Aircraft that are both behind or both ahead of the ITP Aircraft ITP climb BEHI ND AHEAD OF ITP descent BEHIND ITP descent AHEAD OF ITP descent BEHI ND AHEAD OF Figure C 5 ITP geometries C 2 5 ITP DISTANCE The ITP distance is the difference of distance to a common point along tracks of ITP and Reference Aircraft ore di Refer to Figure C 6 Figure C 7 Aircraft Ai provides the calculation methods of yy the ITP distance for different ae E geometries For more details refer to ICAO PANS ATM Doc 4444 Chapter 5 Separations Methods and Minima see References d2 ESE iS ee The ADS B distance computed Ao thanks to ADS B information is the s AD l SE distance between the GPS positions of gt B distance N OE AEE TaN ITP distance d2 d1 _ amp Referen
236. nctions Podge wes AESS OPERATING MODES AESS presents three different operating modes 1 Normal mode one AESU performs all functions It is the Master AESU The Master AESU is the AESU with the active WXR TAWS group 2 Mixed mode one AESU performs the functions of one group and the other AESU performs the functions of the other group with or without failure e g WXR TAWS on AESU1 and TCAS XPDR on AESU2 3 Downgraded mode a failure prevents the performance of all functions despite the redundancy of functions Refer to examples below In the examples below active functions are framed in green and failed functions are shaded in amber AESU1 AESU2 AESU1 AESU2 Figure 7 3 Normal mode Figure 7 4 Mixed mode 7 5 2 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance AESU2 Figure 7 5 Downgraded mode Loss Figure 7 6 Downgraded mode TAWS of WXR alerts remain available via an interconnection with TAWS 2 Note In normal mode when the aircraft is on ground the master AESU is When an odd flight number is entered e g AlIB123 AESU1 When an even flight number is entered e g AlIB234 AESU2 7 1 2 3 AESS RECONFIGURATION PRINCIPLES Two successive faults lead the AESS to operate in downgraded mode A fault Is a loss of a function e g WXR1 or a loss of a group of functions e g WXR TAWS of AESU2 Note 1 The TCAS automatically switches to STBY when the XPDR is in STBY
237. nd Shear As per EASA EU OPS 1 no requirement has been found about wind shear warning and detection As per FAA FAR 121 358 from 02 JAN 91 an approved airborne wind shear warning and flight guidance system Reactive Wind Shear an approved airborne wind shear detection and avoidance system Predictive Wind Shear or an approved combination of these systems is required for any aircraft Note Definitions as per AC 25 12 Airborne Wind Shear Warning and Flight Guidance System a device or system which identifies the presence of a severe wind shear phenomena and provides the pilot with timely warning and adequate flight guidance for the following e Approach Missed Approach To permit the aircraft to be flown using the maximum performance capability available without inadvertent loss of control stall and without ground contact e Take off and Climb out To permit the aircraft to be flown during the initial or Subsequent climb segments using the maximum performance capability available without inadvertent loss of control or ground contact with excess energy still available Airborne Wind Shear Detection and Avoidance System a device or system which detects a potentially severe wind shear phenomena far enough in advance of the encounter in both the take off climb out profile and the approach landing profile to allow the pilot to successfully avoid the phenomena and thereby alleviate a flight hazard All AIRBUS aircraft mod
238. ng RAIM Fault Detection and EXcCIusion FDE sadistic 2 12 2 2 10 GPS Horizontal Figure of Merit HFOM ssssssssnsnnnnnnnnnnnnnnnnnnnnnnnnnn 2 13 2 2 11 GPS Horizontal Protection Limit HPL sccssessssssssesssssnsssseseeeneees 2 13 2 2 12 Selective Availability SA sivciiisiicsdccnesentasveneneedsemesidieweweddseneseiiemewews 2 13 2 2 13 Navigational Uncertainty Category NUC sssssssssnnnnnnnnnnnnnnnnnnnnnnnnn 2 14 2 2 14 Navigation Integrity Category NIC ssssnsssnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 2 14 2 2 15 Navigational Accuracy Category NAC ssssssssscscccseeeeesssnneeeseoeeees 2 14 2 2 16 Surveillance Integrity Level SIL ccccssccssscennessssscceeeeeeeesssanenneeneeees 2 14 2 2 17 ADS B Controls and I ndicationS sssssssssunnunnunnunnunnnnnnnnnnnnnnnnnnnnnnnn 2 15 2 3 Aircraft Identification and Position Reporting with Wide Area Mu ltilaterati hi sireninceneieccitawinintenieininasetensiewdrinsnarenineneninieeraverswenieiidstiieridannieieds 2 15 2 4 Aircraft identification and Position Reporting with FANS s 000 2 17 2 5 Operational Recommendations for TranSpOnde sssseeeeeeeeeeeeeees 2 17 2 5 1 Conventional Transponder OperationS sssssssss22222s2 22 22 22 22222 2 17 Zoelade FO INSANO errning E E EE E AEEA 2 17 Zeek Forna OME C CW ea E A E E A E OE 2 18 2 5 2 ADS B Operati NS sssrinin Aaa 2 18 Pede FO NGAI ena A E E a enmiate 2 18 Ra a FOr
239. ng aircraft It provides the flight number when available of each aircraft 3 26 Y Getting to grips with Surveillance AIRBUS 3 Traffic surveillance 3 6 2 2 3 Traffic Information Broadcasts by Aircraft TI BA The Traffic Information Broadcasts by Aircraft TIBA is applied in areas where Radar surveillance is low or absent or Communications are not reliable or Air Traffic Services are not reliable The TIBA objective is the collision avoidance instead of separation provision Therefore in TIBA airspaces a flight crew may perform a collision avoidance maneuver based on TIBA reports listened on the radio frequency In this context the flight crew makes again a significant mental effort to construct the traffic picture In addition in TIBA airspaces it is for collision avoidance purposes Refer to Attachment C of ICAO Annex 11 see References for details about the TIBA procedure Collision avoidance with TIBA The collision avoidance with TIBA occurs far beyond the threshold of a TCAS RA The time scale for the collision avoidance with TIBA is some minutes The time scale for the collision avoidance with TCAS is less than 1 minute In TIBA airspaces the flight crew considers there is a collision risk when another aircraft is o At the same flight level or is going to climb descent through the flight level of the own aircraft o Converging on the same route or estimating to pass a point at almost the same t
240. ng to grips with Surveillance AIRBUS REFERENCES REF 19 Flight Crew Operating Manual FCOM as available in your company REF 20 Flight Crew Training Manual FCTM as available in your company REF 21 Computer Based Training CBT Full Flight Crew Courses as per your aircraft model REF 22 Safety First Magazine on Airbus World at https w3 airbus com crs A233_Flight_Ops_ GN60_Inst_Supp Portlet saf ety _mag htm via Flight Operations Community Edition 1 January 2005 Go around at Addis Ababa due to VOR reception problems Edition 2 September 2005 Managing Severe Turbulence Edition 4 June 2007 o Do you know your ATC TCAS panel o Managing hailstorms o Terrain Awareness and Warning Systems operations based on GPS data Edition 7 February 2009 Airbus AP FD TCAS mode a new step towards safety improvement REF 23 Al Aai Flight Operations Briefing Notes FOBN on Airbus World at 3 airb x01 htm htm via Flight Operations Community Human Performance o Effective Pilot Controller Communications Rev 3 September 2004 o Enhancing Situational Awareness Rev 1 July 2007 o Visual Illusion Awareness Rev 2 September 2005 Operating Environment Enhancing Terrain Awareness Rev 3 June 2007 Runway amp Surface Operations Preventing Runway Incursions Rev 1 May 2004 Adverse Weather Operations o Optimum Use of the Weather Radar Rev 2 February 2007 o Wind Shear Awareness Rev 2 November 2005
241. ntrol int msa public standard_page ACAS ACAS Safety html The Eurocontrol ACAS II bulletins analyze in service incidents accidents and provide recommendations that prevent the occurrences of such incidents accidents Some of the following recommendations are extracted from the Eurocontrol ACAS I bulletins available at the time of writing the brochure 3 2 1 FOR THE AIRLINE e Recurrently train your flight crews to use TCAS and to respond to RA safely and efficiently especially responses to RA ADJUST VERTICAL SPEED ADJ UST e Refer to ICAO Doc 9863 Airborne Collision Avoidance System ACAS Manual and Part III Section 3 Attachment of Chapter 3 of Aircraft Operations Flight Procedures Doc 8168 OPS 611 Volume I for pilot training guidelines see References e Insure that the XPDR altitude reporting is accurate Inaccurate altitude reporting may lead to unnecessary RA with potential domino effect in RVSM alrspaces Except for A380 ND where a white indication TCAS STBY is displayed when TRAF is selected on EFIS 3 18 2 Getting to grips with Surveillance AIRBUS 3 Traffic surveillance 3 2 2 FOR THE FLIGHT CREW e Always follow the RA even when there is An opposite ATC instruction as the maneuver may be coordinated with the intruder or A traffic information from ATC as the refreshing rate of the SSR scope may not be quick enough to depict precisely the actual situation or An order to climb wh
242. nunnnnnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 4 7 4 1 3 1 Enhanced GPWS Fun ctions cccccccecee cece cece ee eeeeeeeeeeeeeeeeeneeeeeeeeeseanegags 4 8 Giz Pr egictive TZCAS FUNCUONS wccnestixiscscaenesiecsavinniesareniaanateneissasreins 4 10 4 1 3 3 EGPWS T2CAS COMpariSONn ccccsscceeseeeceeeseetccssecreeteetteeesuuectteennenes 4 14 4 1 4 Introduction of GPS Position into TAWS Architecture cccccccccccecees 4 15 4 1 4 1 EGPWS Geometric Altitude T2CAS CPA Altitude cccccceeeeee eee e eens 4 16 4 1 4 2 Use of GPS for Lateral Positioning ccc cece ccc eee scene eee eee eeeeeeeeeeeeeeteneas 4 16 4 1 5 TAWS NGICQUUONS sisdssntencisencnitirirenreieiniieeeninirinriinieies 4 18 Sle TAWS Basic Mode NGICAUONS ecnisserieneri aaa a naa 4 18 4 1 5 2 TAWS Predictive FUNCTtIONS cccccccee cess cece eee eeeeeeeeeeeeeeeeeeeeeeeaeeeeeeeeegs 4 18 4 1 5 3 EGPWS Obstacle wi iiibnnsarninviiesnad ead aeeumeunidbinseadnd ehausonnaieniatnns ita en tans 4 20 ALSA IEGPWSE Peaks MOG Ciciscrarvicieduverandunteveetvicarpadetnnd Eaa rO 4 20 4 1 5 5 Terrain Display in Polar AreaS ssssssrssrsanrrnanssnanrnnrnnnnrasnnassnssnnrrnnni 4 21 4 1 6 TAWS CONTONS cicrriirrnevissonnin enna 4 22 AL A3S00 A310 CONWOIS sicsscinncriiievirtaeianminerdeeiniawe eines AALA aA A 4 22 4 1 6 2 A320 A330 A340 ControlS sassssssssssrssensrenrsanrsnrsasrrnnrrnnasasnssannrnsrrnani 4 22 4 2 Operational Recommendation
243. ol provides a better legibility For display ranges from 0 5 to 5 NM the aircraft symbol is displayed with the same size Figure 5 4 For the display range of 0 2 NM If the distance from the aircraft nose to the Aircraft Figure 5 4 Reference Point is zero the aircraft symbol is displayed with the same size as for other display ranges If the distance from the aircraft nose to the Aircraft Reference Point is not zero the aircraft symbol is displayed to scale Figure 5 5 Note 1 The distance from the aircraft nose to the Aircraft Reference Point is defined via a SPP Note 2 The aircraft symbol reference point is the Figure 5 5 intersection of the two bars The actual Aircraft Reference Point is the projection of the 25 MAC on the aircraft longitudinal axis The aircraft symbol is not displayed when the aircraft position data from either IRS or MMR are not available or invalid Consequently the amber message ARPT NAV POS LOST is displayed on the airport map Dice ue FMS ACTIVE RUNWAY The active runway selected in the FMS 3 TOULOUSE BLAGNAC flight plan is highlighted on the OANS Bee display Selected FMS Runway The runway reference either on the runway label or the runway threshold displayed in green A green triangle next to the active runway threshold Figure 5 6 FMS active runway 5 8 2 Getting to grips with Surveillance AIRBUS 5 Runway surveillance 5 1 3 3 FMS DESTINATION ARROW
244. on TAWS use the Geometric Altitude also known as Alternate Vertical Position based on GPS for T2CAS The Geometric Altitude takes into account the GPS altitude an improved barometric altitude calculation the radio altitude and the terrain runway elevations The Geometric Altitude provides a more reliable altitude indication to TAWS Indeed temperature pressure variations altimeter settings QNH QFE or manual do not affect the GPS altitude 4 1 4 2 USE OF GPS FOR LATERAL POSITIONING In service experience has shown that improper IR alignments or erroneous navaid signals may affect FM and ADIRU data Consequently the TAWS position FM position or IR data may significantly deviate from the current aircraft position This deviation from the current aircraft position is known as Map Shift Note The SIL 22 043 describes the root causes of a Map Shift See AIRBUS References and proposes some solutions The following summarizes the root causes On ground o Incorrect PPOS at IR initialization o Take off update incorrect FM position at take off power setting o ADIRU auto calibration malfunction In flight o Incorrect Navaids coordinates in FM NAV database o Excessive IR drift During approach o LOC update incorrect LOC data in FM NAV database o Incorrect information provided by Navaids The TAWS displays the terrain background on ND according to its terrain database and the FM position with former TAWS architecture The d
245. onautical Telecommunications Communication Procedures including those with PANS status Annex 10 Volume II Sixth Edition October 2001 Aeronautical Telecommunications Surveillance and Collision Avoidance Systems Annex 10 Volume IV Fourth Edition J uly 2007 Air Traffic Services Annex 11 Thirteenth Edition July 2001 REF 2 Eurocontrol documents ACAS IlI Bulletins available at http www eurocontrol int msa public standard_page ACAS Bull etins Safety Messages html Specimen AIC Carriage and Operation of SSR Mode S Airborne Equipment in European Airspace version 2 March 2005 available at http www eurocontrol int msa public standard_page modes_do cs_aics_aics html Flight Crew Guidance for Flight Operations in ADS B only Surveillance Airspaces version 1 February 2008 available at http www eurocontrol int cascade public subsite_homepage ho mepage html Wide Area _ Multi lateration Report NLR CR 2004 472 National Aerospace Laboratory NLR August 2005 available at http www eurocontrol int surveillance public standard_page lib rary html REF 3 European Aviation Safety Agency EASA documents Commercial air transportation aeroplanes EU OPS 1 July 2008 95 References 2 AIRBUS Getting to grips with Surveillance Certification Considerations for the Enhanced ATS in Non Radar Areas using ADS B Surveillance ADS B NRA Application AMC 20 24 May 2008 available at http
246. onment Surveillance System Aircraft Environment Surveillance Unit Aircraft Flight Manual Automatic Flight System Above Ground Level Aeronautical Information Circular Aeronautical Information Publication Airborne Approach and Landing Accident Approach and Landing Accident Reduction Altitude Reporting Acceptable Means of Compliance Airport Mapping Data Base Y 90 AMI AMM ANSP AOA AOC AP ARN ASAS A SMGCS ATC ATCRBS ATS ATSA or ATSAW ATSU BCS BLW BTV CAA CASA CASCADE CAT CDTI CFIT Getting to grips with Surveillance ABBREVIATIONS Airline Modifiable Information Aircraft Maintenance Manual Air Navigation Service Provider Angle Of Attack Airline Operations Control Auto Pilot Aircraft Registration Number Airborne Separation Assistance System Advanced Surface Movement Guidance and Control Systems Air Traffic Control Air Traffic Control Beacon System Air Traffic Service Radar Airborne Traffic Situational Awareness Air Traffic Service Unit Braking Control System Below Brake To Vacate Civil Aviation Authority Australian Civil Aviation Safety Authority Co operative ATS through Surveillance and Communication Applications Deployed in ECAC Clear Air Turbulence Cockpit Display of Traffic Information Controlled Flight Into Getting to grips with Surveillance CMV CNS ATM CPA CPA CPDLC CRISTAL CSD DCDU
247. oordinated TCAS maneuver surrounding aircraft equipped with TCAS not able to detect and track own aircraft 2 3 AIRCRAFT IDENTIFICATION AND POSITION REPORTING WITH WIDE AREA MULTILATERATION As more and more new systems derived from the CNS ATM concept come into the daily operational field the reader may hear about Multi lateration At first sight it seems to be another engineering slang word It is and the following is a general description to demystify the Wide Area Multi lateration WAM Multi lateration technique applied in wide surveillance areas The Multi lateration technique uses the same principle as the localization of a mobile phone with ground stations i e triangulation Different ground antennas receive a signal from the aircraft Each antenna receives the signal at different time due to the relative distance between the antenna and the signal emitter A central processing unit connected to the ground Only some transponders capable of ADS B are capable to transmit the SQWK code Refer to 2 2 6 DO 260 and DO 260A Refer to Part of the Getting to Grips with FANS issue III April 2007 for a description of the CNS ATM concept 2015 2 2 Aircraft identification and position reporting AIRBUS Getting to grips with Surveillance antennas calculates the aircraft position from the Time Difference Of Arrival TDOA of the signal at the different ground antennas With 2 antennas the TDOA corresponds
248. or when the ALT RPTG ts OFF Indeed the TCAS is not able to determine the vertical separation with the intruder Therefore the TCAS is not able to evaluate the threat Refer to 3 1 4 Collision Threat Evaluation Note 2 The TAWS function of one AESU is able to feed the other AESU for TAWS alert generation when the TAWS function of the other AESU is faulty Refer to Figure 7 9 Figure 7 7 to Figure 7 9 illustrate a sequence of events that leads to reconfiguration in downgraded mode AESU1 Figure 7 7 The AESS_ operates normally Figure 7 7 AESS in normal mode sbe 2 Getting to grips with Surveillance AIRBUS 7 Aircraft environment surveillance Figure 7 8 The first failure is the loss of WXR function of AESU1 Per procedure the WXR TAWS function is switched to AESU2 Figure 7 9 The second failure is the loss of TAWS function of AESU2 As the TAWS function of AESUI1 is still available TAWS alerts remain available thanks to an interconnection between TAWS functions of AESU1 and 2 Figure 7 9 AESS in downgraded mode Refer to your FCOM for more reconfiguration scenarios 7 1 3 TAWS FUNCTION The AESS TAWS function is equivalent to the reactive and predictive functions provided by the EGPWS refer to 4 1 Description of TAWS see reactive modes TCF RFCF TAD envelope modulation obstacle peaks mode In addition to the EGPWS set of functions the AESS TAWS function provides an enlarged ND range
249. or surrounding aircraft equipped with a DO 260 transponder a NUC value from O0 to 4 inclusive e For surrounding aircraft equipped with a DO 260A transponder ANIC value between 0 and 5 inclusive or A SIL value between 0 and 1 inclusive or A NAC value between 0 and 5 inclusive When the surrounding aircraft does not transmit its track or position or When the GPS position of the own aircraft is lost for more than 5 min or downgraded HIL higher than 0 5 NM The TCAS computer displays the TCAS Only symbol when The TCAS computer does not display the ATSAW symbol for the reasons above The TCAS information is available 3 36 Getting to grips with Surveillance 3 6 4 2 5 The following table provides the sources of information displayed for ADS B traffic 2 AIRBUS Information sources for ADS B traffic Aircraft identification ADS B o Wake vortex category Vertical speed Relative altitude Altitude ADS B ADS B ADS B ADS B ADS B ADS B The ADS B traffic position is taken from GPS sensors of ADS B traffic The ADS B traffic position is checked against its TCAS range refer to C 2 5 ITP Distance for the verification of ADS B data integrity The TCAS function determines the vertical speed thanks to successive TCAS interrogations The TCAS function determines the relative altitude thanks to the barometric altitude reported in Mode Cor S The TCAS function determines
250. oring ECAM alerts when a failure occurs are not described The reader should refer to her his Flight Crew Operating Manual FCOM when necessary 1 2 3 CAPTIONS Grey frames highlight summaries Please bear in mind and important remarks Light brown frames highlight very important remarks oPs gt An OPS flag identifies features that provide significant operational benefits Y Getting to grips with Surveillance AIRBUS 1 Introduction Tips Turquoise frames highlight operational tips Grey highlights identify interactive cross references 1 3 SYSTEM SUMMARY The following table gives the functions and the related systems The reader can click on the table to directly go to the corresponding page Click on a function or system name to jump to the appropriate page Air to Ground Surveillance Surveillance Surveillance Identification Runway A C and Position Reporting Surveillance Terrain XPDR with Mode A CorS WX Radar Existing Note Some systems i e T2CAS T3CAS AESS combine different functions Refer to 1 2 1 Surveillance Systems and Functions 1 WX Radar takes into account Rockweel Collins Multiscan and Honeywell Autotilt The Rockwell Collins Multiscan weather radar and the AESS use a 3D buffer ATSAW is a module of some TCAS computer ROW ROP is used in conjunction with OANS 1 5 2 Getting to grips with Surveillance AIRBUS 2 Aircraft identifica
251. ounding aircraft with an operative transponder Mode A transponders does not transmit the barometric altitude Therefore the TCAS is not able to compute the relative altitude from a reply provided by a Mode A transponder and only triggers a TA for aircraft equipped with Mode A transponders 3 5 2 3 Traffic surveillance AIRBUS Getting to grips with Surveillance Steak TRACKING PHASE When TCAS detected surrounding aircraft TCAS tracks them by series of interrogations and replies These exchanges permit the update of the relative altitude the range and the bearing for each aircraft and to determine the variations of range and altitude TCAS can track up to 40 aircraft 60 aircraft for the A380 TCAS function simultaneously and displays the 8 most threatening aircraft 3 1 3 TCAS AND MODE S TCAS Mode S transponders and Mode S ground stations use the same frequencies to transmit and receive messages Thanks to this statement data exchanged through the Mode S data link allow the coordination of avoidance maneuvers and the communication between aircraft equipped with TCAS and Mode S transponder The coordination in avoidance maneuvers is only possible with Mode S equipped aircraft Cel ie re COORDINATED MANEUVERS The coordination of maneuvers prevents the flight path corrections ordered by each TCAS from resulting in a hazardous situation It prevents from two aircraft maneuvering in the same direction e g bo
252. pean EASA regulations require the wording TERRAIN AHEAD The FAA regulations require CAUTION TERRAIN The European EASA regulations require the wording TERRAIN AHEAD PULL UP The FAA regulations require TERRAIN TERRAIN PULL UP 4 18 2 Getting to grips with Surveillance AIRBUS 4 Terrain surveillance TOO LOW TERRAIN EGPWS TCF When the aircraft penetrates the TCF envelope and each time the AGL altitude deteriorates by 20 T2CAS PDA Refer to 4 1 3 2 3 T2CAS Premature Descent Alert PDA for triggering conditions AVOID TERRAIN Warning AVOID TERRAIN T2CAS only when a pull up maneuver does not clear the CFIT risk The flight crew should consider a turn lateral avoidance as the pull up maneuver vertical avoidance is not sufficient Refer to your FCOM for the applicable procedure On ND black crosses are added in the red area The TERRAIN AHEAD PULL UP warning or the equivalent FAA warning always precedes the AVOID TERRAIN warning 4 19 2 4 Terrain surveillance AIRBUS Getting to grips with Surveillance 4 1 5 3 EGPWS OBSTACLE The Obstacle option uses the same TAD algorithm for terrain detection Only the visual and aural alerts differ OBSTACLE AHEAD Caution OBSTACLE AHEAD Warning OBSTACLE AHEAD every 7 OBSTACLE AHEAD PULL UP seconds until conditions disappear repeated until condition disappears The displays on ND are similar to the ones for TERRAIN
253. pendix provides some reminders about aviation meteorology For further details please refer to typical aviation meteorology courses G 1 STANDARD ATMOSPHERE Pressure Height l InHg hPa Temperature C ft m The figure below illustrates the 0 35 ia a aa pe mig 100000 1 39000 different layers of the atmosphere and the variation 17 9 ae of standard temperature with 0 75 an oon 7E 0 altitude Interesting clouds for transport aviation are in the 58 6 70 000 Troposphere 1 61 Stratosphere 4000 68 9 60 000 Altitude Exosphere km NM 3 54 4 117 2 50 000 15 000 sigas Tropopause Equat 186 1 40 000 7 79 a Tropopa use 1 Std 303 3 Sea tae ele e 16 memm 10 1 l I 10 000 l 30 000 468 8 Pan NE 20 000 Troposphere 696 4 EEN 10 000 line i i 29 92 1013 2 Temperature F However specific clouds may form in the Stratosphere nacreous clouds also called mother of pearl clouds and in the lonosphere noctilucent sUateeDiere clouds or NLC Auroras also appear in the lonosphere The o T top of a cumulonimbus may o a Troposphere penetrate the Tropopause due to 100 50 0 50 100150200 1700 C the inertia of a rapid expansion penere Teee mae ee Figure G 1 Standard atmosphere Below 0 C super cooled water may coexist with ice crystals Below 40 C there are only ice crystals er ee Y Appendix G AIRBUS Getting to grips with S
254. phugoid oscillations airspeed and height oscillations with a period of approximately 40 seconds Figure 4 illustrates the effects of longitudinal wind shears on the flight path at take off and landing H 1 2 CROSSWIND SHEARS The initial effect of a crosswind shear affects the drift and the sideslip angles without any initial effects about airspeed and altitude When the aircraft encounters a crosswind shear the aircraft Yaws towards the shear Rolls away from the shear Drifts away from the nominal flight path see Figure 5 ree 2 Getting to grips with Surveillance AIRBUS Appendix Landing Take off a __ Projected flight path C Wind component Nominal flight path cana nilot action Figure I 4 Effects of longitudinal wind shears on flight path _ __ Projected flight path c Wind component Nominal flight path gt without pilot action Figure 5 Effect of crosswind shears on flight path H 2 VERTICAL WIND SHEARS H 2 1 EFFECT ON ANGLE OF ATTACK Airey In a level flight the airflow hits the tog Aq Resultant airflow gt wing horizontally When the aircraft te Nominal airflow A Llin Wp Downdraft flies in a downdraft or updraft the Pitch e 4 y api resultant airflow i e nominal airflow ttitude atitude downdraft updraft hits the wing with 6 an angle to the horizontal This angle Reduced Nominal depends of the ai
255. ply the regional contingency procedures as required C 3 6 SPECIFIC CASES When there is no Reference Aircraft in the ITP volume refer to Figure C 21 the ATSAW function indicates that The ITP is not applicable The flight crew should request a standard clearance The ATSAW function displays tn the MCDU scratchpad the flight level and the range of An aircraft ADS B or not that is at the desired FL in the ITP volume or An ADS B aircraft that is not on the same direction in the ITP volume 2 Getting to grips with Surveillance AIRBUS Appendix C However the ATSAW function may display ITP POSSIBLE despite the non ADS B aircraft Indeed the ATSAW function considers only ADS B traffic to declare the ITP possible or not possible The ATC controller remains responsible for the aircraft separation during an ITP maneuver for the following reasons Some aircraft may not be equipped with an ADS B OUT transmitter Therefore the ATSAW function is not able to detect all surrounding aircraft Consequently only the ATC controller has the knowledge of the entire traffic The initial ATSAW function is not designed for self separation ITPTRAFFICLIST DESIRED FL q poonn gt a D ITP TRAFFICLIST DESIRED FL l l ITP NOT APPLICABLE IN TRAIL DIST i i N AZE1597 A TYU 914 f E PERFORM STANDARD REQUEST ul poong a e Pa lt RETURN TRAFFIC AT FL370 RNG38 lt
256. precaution to avoid any errors or omissions that may inadvertently be contained in this brochure AIRBUS SAS does not accept any liability for the accuracy of information contained herein Please refer to the relevant manufacturer publications to verify information AIRBUS SAS is the first aeronautical company to get the ISO 14001 certification for its Environmental Management System The electronic distribution of this document is part of the AIRBUS SAS environmental commitments In its efforts to alleviate the ecological footprint of aviation industries AIRBUS SAS warmly invites readers to print this document only if necessary The optimal print out settings should be printing of desired pages only use of recycled paper toner saving switched to on color options to black and white printing layout set to 2 pages per sheet front and back AIRBUS SAS thanks you for your cooperation Any questions with respect to information contained herein should be directed to AIRBUS SAS Flight Operations Support amp Services Customer Services Directorate 1 Rond Point Maurice Bellonte BP 33 31707 BLAGNAC Cedex FRANCE Fax 33 5 61 93 29 68 or 33 5 61 93 44 65 E mail fltops ops airbus com 2 Table of contents AIRBUS Getting to grips with Surveillance TABLE OF RECORDS TABLE OF CONTENTS EXECUTIVE SUMMARY scscsccccsscceseseccicdectecieheancecedanensuciswesestersacnasiedsereventevessevciavtensassteixtaecs 12 ABBREVI ATI ONS asta coccin
257. quired the carriage of RAAS Future systems At the time of writing the present brochure no evolutions are expected from an AIRBUS perspective for RAAS in terms on new functions 5 34 Getting to grips with Surveillance AIRBUS 6 1 6 1 1 Ovdvled 6 1 1 2 ep E 6 1 1 4 Oviedo 6 1 1 6 6 1 1 7 6 1 1 8 6 1 2 6 1 2 1 6 1 2 2 6 1 3 6 1 3 1 6 1 3 2 6 1 3 3 6 1 3 4 6 1 4 6 1 5 6 1 5 1 6 1 5 2 6 1 5 3 Dde a 6 1 6 6 1 7 6 1 7 1 6 1 7 2 6 1 8 6 2 1 6 2 1 1 6 2 1 2 2 6 Weather surveillance 6 WEATHER SURVEILLANCE Description of Weather Radar Radar Theory Reflectivity of Water Molecules Reflectivity of Thunderstorms Frequency Band Gain Antenna Radar Beam Interfering Radio Transmitters Radiation Hazards Weather Turbulence and Wind Shear Detection Coverage Wind Shear Detection Weather Radar Operating Modes WX Mode WX T WX TURB or TURB Mode MAP Mode PWS Mode Reactive Wind Shear Weather Radar Functions per Manufacturer Autotilt Honeywell Multiscan Rockwell Collins Ground Clutter Suppression GCS Rockwell Collins GAIN PLUS Rockwell Collins Reactive Wind Shear I ndications Weather Radar Indications Weather Radar Messages Wind Shear Indications Weather Radar Controls Operational Recommendations for Weather Radar Weather Radar Operations For the Airline For the Flight Crew 6 1 6 3 6 3 6 3 6 4 6 5 6 5 6 6 6 7 6 11 6 11 6 12
258. r remove flags or crosses on a selected map element Get more information about a selected map element Insert runway shifts refer to 5 6 5 1 Runway Shift The ARPT SEL page enables to Select and display an airport from the ADB at flight crew s discretion or i PLAN mode only 2 e Get more information about an IRS kii airport _ CITYNAME MAP DATA RPT SEI STATUS The STATUS page enables to Check the ADB validity and serial number Activate a new ADB The STATUS page is automatically AIRPORT DATABASE displayed at first OANS activation when the ADB is outdated missing or incorrectly loaded DATABASE CYCLE NOT VALID Figure 5 19 STATUS page 5 2 OPERATIONAL RECOMMENDATIONS FOR OANS This paragraph of operational recommendations is intentionally non exhaustive For more recommendations please check your FCOM and or FCTM as they are more frequently updated 5 2 1 FOR THE AIRLINE e Do not use OANS as a guidance tool OANS is designed to improve the Situational awareness e Keep the OANS databases up to date ADB is updated every 28 days Please refer directly to your chart provider First OANS activation when the aircraft is at the gate 5 16 2 Getting to grips with Surveillance AIRBUS 5 Runway surveillance 5 2 2 FOR THE FLIGHT CREW e Do not use OANS as a guidance tool OANS is designed to improve the situational awareness e Always correlate the OANS aircraft posit
259. raft is on ground Tips Cat s eyes with gain in CAL position Cat s eyes should not be visible when the gain is set to CAL position If Cat s eyes are visible with the CAL setting damages degradations on antenna or radome should be considered e False Wind Shear Alerts The weather radar may wrongly interpret strong returns due to large side lobes as wind shears This explains why the first generation of weather radars is not able to detect wind shears 6 1 1 5 3 Antenna Stabilization The antenna stabilization maintains the antenna scanning parallel to the horizon regardless of the aircraft attitude The antenna is stabilized in roll and pitch Thanks to the antenna stabilization the display of ground returns on ND does not change when the aircraft attitude change If the antenna stabilization fails the radar antenna scans parallel to the wings per default Consequently if the aircraft turns ground returns may cover half of the display on the side of the turn hs Pa ri _ Pa O pe is j P 40 A pe 25 e _ a re ha aloes a T EDERE nmm ms ON e 225 Pa O i P w J a ne 7 S hi F S Figure 6 4 Antenna stabilization limits 6 1 1 6 RADAR BEAM 6 1 1 6 1 Diameter and Resolution e Diameter The aperture of the radar beam is approximately 3 5 6 7 2 6 Weather surveillance AIRBUS Getting to grips with Surveillance The beam diameter at a given 300 NM distance may be
260. rain AHEAD caution TERRAIN AHEAD PULL UP warning AVOID TERRAIN warning The AVOID TERRAIN warning is computed thanks to the Aircraft Performance database and is available on T2CAS only When T2CAS triggers the AVOID TERRAIN warning the flight crew should consider a lateral avoidance turn Refer to your FCOM for the applicable procedure 2 4 Terrain surveillance AIRBUS Getting to grips with Surveillance On the horizontal plane see Figure 4 9 the sensor opens up by 1 5 on either side of the track The aperture of the sensor goes up to 90 during turns The sensor width starts at 100 m if GPS error lt 100 m or 200 m if GPS error gt 100m To avoid undue CPA alerts when the aircraft is close to the runway CPA alerts are inhibited in normal take off conditions or when the aircraft is safely converging towards the Figure 4 9 T2CAS horizontal sensor runway coverage The take off is considered as normal if The vertical speed is not negative for more than 2 seconds The distance to the runway threshold is less than 1 9 NM Various criteria relative to the variations of MSL altitude track angle and Radio Altitude are met The Runway Convergence protection provides alerts when the aircraft performs a premature descent or flies an unsafe approach flight path The runway convergence protection is available until the aircraft is within 90 ft above the runway The T2CAS considers the runway convergenc
261. rcraft identification and position reporting airborne The capable FMS standard are the Honeywell FMS2 P2 onwards and the Thales FMS2 Rev2 onwards e Insert CODE followed by the 24 bit address hexadecimal format in item 18 of the I CAO flight plan as required by local requirements e Declare ADS B capability in the ICAO flight plan by inserting D in item 10 D designates the ADS capability either ADS C or ADS B Local Authorities may require the insertion of RMK ADS B in item 18 to clearly identify the ADS B capability Please refer to AIP Note At the time of writing the brochure ICAO has been reviewing the coding of equipment carried on board including ADS B The new codes are expected to be in force in 2012 e Be sure to master ADS B procedures e g principles coverage terminology phraseology regional normal and emergency procedures Refer to Appendix A Worldwide ADS B implementation and Appendix B ADS B phraseology for more information e Note that with ADS B surveillance in non radar areas NRA according to the type of transponder on board the ATC controller may not be able to identify the type of emergency you may encounter i e 7500 7600 or 7700 Refer to AIP for applicable procedures See also 2 2 5 Discrete Emergency Codes and 2 2 6 DO 260 and DO 260A e To preserve SSR or TCAS operations do not switch off transponder or altitude reporting when instructed to stop transmittin
262. rd Factor 6 1 3 4 1 Hazard Factor F The Hazard Factor F developed by NASA measures the losses of altitude and airspeed due to wind shears It is defined as Wh Rate of airspeed loss kt s F Wh Y V with G Gravitational acceleration 19 06 kt s g AS V Vertical downdraft kt As Airspeed kt me represents the loss of airspeed and L the loss of altitude g S 2 Getting to grips with Surveillance AIRBUS 6 Weather surveillance The velocity of the vertical down draft V is defined as a negative value L IS S then positive Wind shear alerts are triggered when F gt 0 13 Considering the loss of airspeed only i e V 0 a variation rate of 2 48 kt s would be required to trigger the wind shear alerts Considering the loss of altitude only i e Wh 0 a downdraft of 18 2 kt would be required to trigger the wind shear alerts with an airspeed of 140 kt 6 1 3 4 2 PWS Automatic Activation Altitude Honeywell ft AGL 2300 40 PWS mode active No alerts 1500 1300 iad Visual Advisory No alerts below 50 ft 30 Reactive Wind Shear 370 5 NM 0 0 5 1 5 5 0 NM Warning at Take Off 1 Caution at Landing Warning range during Take Off run Warning when on Ground Bivelnuell Collins Caution when Airborne Yl Figure 6 18 Envelopes of Wind Shear alerts The PWS mode automatically activates when the aircraft is below 2 300 ft RA at take off or landing even if the weather radar is
263. re starting ADS B NRA operations Eurocontrol outlines some guidelines for the operational approval process at http www eurocontrol int cascade public standard_page guidelines html The operational approval covers the following items but not limited to Operations manuals AFM FCOM and MEL should be updated to reflect the installation of ADS B components Flight crew training flight crews should be familiar with ADS B in terms of procedures phraseology operating principles and operational requirements e g flight number format Maintenance regular checks of ADS B equipment should be performed including the verification of the 24 bit address Refer to one of the appropriate circulars quoted above for details In addition operators should use the ADS B OUT Capability Declaration referenced in their AFM to support their operational approval with authorities Please contact your Customer Service Director CSD to get a copy of this document 2 7 MANUFACTURERS FOR TRANSPONDER At the time of writing the brochure three models of transponders are available on AIRBUS aircraft ACSS XS 950 or Rockwell Collins TPR 901 or Honeywell TRA 67A Figure 2 8 provides a simplified view of the transponder architecture ATSU ATC TCAS SA Enhanced Surveillance Control Panel Figure 2 8 Transponder architecture o 221 2 2 Aircraft identification and position reporting AIRBUS Gett
264. rent training on TCAS e The conformation to RA in any cases without delay e The adequate response to TCAS aural alerts e g ADJUST VERTICAL SPEED no flight path change based on TA only no excessive reaction to RA e The unreliability of TCAS for aircraft self separation e The immediate report to ATC in case of RA and when clear of conflict e The conformation to the initial ATC clearance when clear of conflict Refer to 3 2 Operational Recommendations for TCAS Regulations The carriage of TCAS II ts mandatory as per ICAO Annex 6 Operation of Aircraft Part Future systems At the time of writing the brochure no new TCAS is expected on a short term 3 22 2 Getting to grips with Surveillance AIRBUS 3 Traffic surveillance Airborne Traffic Situational Awareness ATSAW The aim of ATSAW is to improve the traffic awareness of the flight crew thanks to ADS B ATSAW is one of those steps that implement new systems to improve the air traffic management One of the long term objectives would be the aircraft self separation As a first step ATSAW is limited to the traffic awareness In addition it has to be noted that ATSAW is part of a new TCAS computer but it does not address the aircraft collision avoidance The ACAS part of the TCAS computer still ensures the aircraft collision avoidance The concept of ATSAW includes several applications that are optimized for each flight phase on ground or airborne AIRBUS alre
265. rity The ITP Aircraft must be capable to maintain its assigned Mach number during the ITP maneuver Flight crew The ITP and Reference Aircraft must be on the same ATSAW and direction ATC controller The ITP Aircraft must not be a Reference Aircraft in ATC controller another ITP clearance The positive Mach differential is less than 0 04 ATC controller 10 Procedural separations are met with Other Aircraft at all flight levels between the CRZ FL and the desired FL ATC controller inclusive 11 Reference Aircraft must not maneuver i e change of speed flight level or direction during the ITP maneuver A change of heading to remain on the same route as the ITP ATC controller Aircraft is not considered as a maneuver A change of Reference Aircraft speed that does not increase the positive Mach differential is not considered as a maneuver In Figure C 4 the ITP Aircraft is Able to make a climb AHEAD OF The ITP distance exceeds the minimum Not able to make a descent BEHIND The ITP distance is less than required were 2 Getting to grips with Surveillance AIRBUS Appendix C C 3 EXAMPLE The following sections describe the ITP step by step from a cockpit perspective In any cases refer to AIP a C 3 1 PF CHECK THE AIRCRAFT amp AIB1234 x PERFORMANCES CRZ OPT RECMAX FL 330 When the flight crew decides a FL change PF checks the aircraft performances on MCDU
266. round Image on the lateral flight path defined by the active navigation mode The VD background image runs along The FMS flight plan when the navigation mode is managed or The XLS approach course or The current track when The navigation mode is managed and the aircraft significantly deviates from the FMS flight plan see below or from the XLS approach course or The navigation mode is selected HDG or TRK When the VD background image is along the FMS flight plan a vertical cut is made for each leg The VD image along the FMS flight plan is a concatenation of all these vertical cuts When the VD background image is along the FMS flight plan a vertical cut is made for each leg The VD image along the FMS flight plan is a concatenation of all these vertical cuts When the aircraft significantly deviates from the FMS flight plan the VD image returns on aircraft track The VD switches between on track mode and on FMS flight plan path mode with a threshold of 1 RNP approximately For instance when RNP is 1 NM the switch occurs at 1 NM from the FMS flight plan leg Refer to Figure 7 25 Terrain information not available Track change 3 or more PL SL Figure 7 26 Track change and absence of terrain information on VD 1xRNP 1xRNP 1xRNP 1xRNP 0 Je _ x Oa 2 J ejf I el j5 i 2 is i 1 lt i p C Fae ANS Lj Vv V
267. rrrne 5 15 O Ge gil ge A esc 21 renne E E E E a ee ee 5 15 Operational Recommendations for OANS ssssussnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 5 16 F r the FUNG sceeceneemencnncerewaescerecectenscwsencods ceunescscesmsecteouedecsseeseessenancs 5 16 FOF ENG FHONE Crew sorcctrsccenceusesneuarsossmnueeenawouicanannsecsnantmiewseneuecenccovens 5 17 Regulations for ORANG iiceisisicceisiececntesiacedcesiaceantenncendcewaceentewcendceeeancedacesu 5 17 Manufacturer TOF OANS sssssss 5 17 Update of OANS DatabaSeS s sssss s n 5 18 Future SyStemS iicssisecorsisrsni cintiaectimatenadsiniewsucweaienninienesiuameadentixetumueveds 5 18 Description of ROW ROP ssssssssnunnnnnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 5 20 ROW ROP Principles soiicionmitnnannnn aaa a aai 5 21 Automatic Detection of the Runway for Landing ccccceeeeeeeeeeeeeeeeees 5 22 POV FCG aa E E S 5 22 ROW ECG OC e aa E E E E A E E AE 5 22 ROR AE O EEE TEE E E E E E E E EEA 5 23 ROF ENIT O eren A E E E E EEEIEE AE TEN 5 23 Auto Brake Disconnection ssssssssssssusnunnunnunnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 5 23 ROW ROP Indications soricei REAN 5 24 ROW Indications When Armed sesesssrererrerererrrrererrerrrrrrererrererrrrrrere 5 24 ROW Indications When Engaged sesesssrerererrererrrrererrererrrrrrererrerrrrne 5 24 ROP Indications When Armed esssser
268. rs ROW ROP improves the flight crew awareness regarding risks of runway end overrun ROW and ROP are optional functions and used in conjunction with OANS Operational recommendations The main recommendations but non exhaustive are e The correct understanding of ROW and ROP indications e The proper disconnection of the auto brake Regulations At the time of writing the present brochure no country has required the carriage of the ROW ROP function Future systems AIRBUS studies the extension of ROW ROP to the manual braking mode 5 30 2 Getting to grips with Surveillance AIRBUS 5 Runway surveillance Runway Awareness and Advisory System RAAS 5 11 DESCRIPTION OF RAAS RAAS is an add on module of the Honeywell EGPWS It uses the GPS position and the runway data of the EGPWS terrain database The RAAS Configuration Database RCD enables some customization e g GPS antenna position female or male voice units in feet or meters and the settings of some options e g activation deactivation of some call outs audio volume The RAAS uses the EGPWS resources to produce the call outs The RAAS is capable of 10 different call outs There are two certified configuration on AIRBUS aircraft that includes 3 call outs only the second certified configuration includes call outs with lower audio volume These call outs are triggered on ground only The selection of these 3 call outs is coming out from a long period of evalu
269. rs to identify the aircraft In some documents the reader may find the acronym ATCRBS for Air Traffic Control Radar Beacon System It designates the SSR 9 3 2 2 Aircraft identification and position reporting AIRBUS Getting to grips with Surveillance Independent as the SSR calculates the horizontalaircraft position i e bearing according to the signal from the transponder reply The Primary Surveillance Radar PSR is used for military purposes as it detects any vehicles that reflect the radar signal and for civilian purposes coupled with an SSR The surveillance method using a PSR is then non cooperative and independent Most readers would certainly know what are behind Mode A and Mode C as they have operated these modes for years But recently the reader may have heard about the Mode S and various designations e g ELS EHS extended squitter ADS B The following paragraphs provide the reader with a clear view of the different modes 2 1 1 MODE A When a SSR interrogates a transponder in Mode A the transponder replies with the aircraft identification SQWK code also called Mode A code on four octal digits from 0000 to 7777 The SQWK code format permits 4096 different codes The ATC controller may have difficulties to differentiate aircraft When an aircraft enters the ATC sector and transmits the same SQWK code than another aircraft already present in the ATC sector or When plots of several aircraf
270. rspeed and the AOA velocity of the downdraft or updraft Figure I 6 Wing aerofoil view The pitch attitude remains unchanged Vertical wind shear effect We Y Appendix AIRBUS Getting to grips with Surveillance The initial effect of a downdraft is then a transient reduction of the Angle Of Attack AOA that leads to a transient lift reduction On the contrary the initial effect of an updraft is a transient increase of the AOA that leads to a transient lift increase As a consequence the initial effect of a downdraft on the flight path is the same as the one with a decreasing headwind or increasing tailwind see Figure 4 And the initial effect of an updraft is the same as the one with an increasing headwind or decreasing tailwind When the aircraft passes the vertical wind shear the aircraft naturally returns to equilibrium thanks to its longitudinal stability Without any pilot actions pitch oscillations may occur with a period of approximately 5 seconds H 2 2 DOWNBURST EFFECTS A downburst is a powerful downdraft produced by a thunderstorm As it approaches the ground the downburst splits in all directions Downburst ta cigg i Projected fight ath without pilot action SSS Figure 7 Downburst effect Figure I 8 Downburst side view Figure 7 and Figure 8 illustrate the effects of downburst on the flight path assuming that the downburst is centered on the glide path Eff
271. rting of the ITP Traffic List 3 35 2 3 Traffic surveillance AIRBUS Getting to grips with Surveillance The TCAS computer also indicates when the ITP maneuver is in progress refer to Figure 3 28 or when a standard procedure instead of ITP is sufficient to perform a climb or a descent refer to Figure 3 29 4 ITPTRAFFICLIST 2 P 4 ITPTRAFFICLIST Z 5 DESIRED FL a 5 DESIRED FL B as i G itp NOT APPLICABLE in VERTICAL MANEUVER l IN PROGRESS D e l a a f Se PERFORM STANDARD REQUEST BS BS CA Figure 3 28 ITP in progress Figure 3 29 ITP not applicable 3 6 4 2 4 Combination of TCAS and ADS B Information TCAS information is based on TCAS measurements refer to 3 1 2 TCAS Principle ADS B information is based on GPS sensor of Surrounding aircraft Therefore ADS B information is Supposed to be more accurate than TCAS information The TCAS computer uses the best positioning source for display Most of the time the TCAS computer will use ATSAW information However the TCAS computer do NOT display the ATSAW symbol of a surrounding aircraft on ND or the traffic information in the MCDU Traffic List for the following reasons When ADS B information is outdated by 3 s or When the position of the surrounding aircraft received by ADS B differs from its TCAS position by e 0 5 NM in range or e 200 ft in altitude or e 30 in bearing When the surrounding aircraft transmits e F
272. s li Runway Arrest Gear Centerline ntersection Taxiway__ Pi Taxiway Holdin 4 Position g Loacation LAHSO Shoulder Taxiway Guidance Taxiway Line Intersection Warnings Stand Guidance Line unwa Shou der Apron Parking Stand Construction Area Action Frequency Area a a Parking Stand De icing Area Area Runway __ Displaced Threshold Shoulder Arrest Gear Location Ez T a E 3 ce Taxiway Intersection Markings Taxiway Holding Taxiway Position Guidance Line MO MAI B H Taxiway Fa Service __ Shoulder Taxiway Road Elements Frequency Area 5 10 2 Getting to grips with Surveillance AIRBUS 5 Runway surveillance Apron elements Apron Parking Stand Area De Icing Area Parking Stand Location Aerodrome 7 ae Gafavence Ding T x Stand Guidance Line Parking Stand Location Parking stand elements e g A340 B747 Parking Stand Location is e g A321 B757 _ Parking Stand Location 29 8319 8737 Parking Stand Guidance line e g 5143 i Parking Stand Area x e g 5143 Labels OANS identifies the following elements with a label Runways Stand lines Taxiway Taxiways Vertical structures example Parking stands Control towers Bridge symbol The OANS depicts a bridge as follows opel oP APPROACHING RUNWAY INDICATION When the aircraft approaches a runway OANS provides an APPROACHING RUNWAY advisory on ND In ARC or ROSE NAV mod
273. s flaps configuration maximum take off thrust to maximize the climb performances Before the take off run check with the weather radar that the flight path is clear of meteorological hazards Monitor the airspeed and speed trend during the take off run to detect any occurrences of wind shear 6 28 2 Getting to grips with Surveillance AIRBUS 6 Weather surveillance e In case of wind shear apply the recovery technique without delay Refer to your FCOM e Refer to FOBN Take off and Departure Operations Revisiting the STOP OR GO Decision See AIRBUS References Descent and approach e Approach briefing consider most recent weather reports and forecast visual observations and crew experience on airport to build up your wind shear awareness e Consider a delay of the approach and landing until conditions improve or divert to a suitable airport when wind shears are reported by other pilots from other aircraft or by ATC e During the approach check with the weather radar that the flight path is clear of meteorological hazards e Monitor the airspeed and speed trend during the approach to detect any occurrences of wind shear e In case of wind shear abort the approach and apply the recovery technique without delay Refer to your FCOM 6 3 REGULATIONS FOR WEATHER RADAR The interpretation of regulations in this paragraph is limited to AIRBUS aircraft at the time of writing this brochure The carriage of w
274. s for TAWS sssssssnsnunnnnnnnnnnnnnnnnnnnnnnnn 4 23 4 2 1 FOE CNS ANIG rores O E a 4 23 4 2 2 For the PIG CreW ravine ceenewsncsanscnaiennenteneendenstuanesaemeassenwseutsasasesent 4 24 4 3 Regulations TOF TAW S icssisiisisscssissdodokbeidsusicidnun ainni 4 24 4 4 Manufacturers for TAWS cccccccccccccccccccccccccceececceeeeeeeeeeeeeeeeeeeeeeeneeens 4 25 4 4 1 Honeywell EGPW S serisine a aE 4 25 4 4 2 ACSS TACAS wiecivicivucinvicseccesdetinaiucntvcrirececnticcsevenivececrtecsceveticdeecrincssensis 4 25 4 4 3 TAWS Module of ACSS TS3CAS ssssnssnnsnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 4 26 4 5 Future Systems scsistincsecesencsetidinnsatesencaadesimncerssaansaredancaereeenmeasuramanece 4 26 J RUNWAY SURVEI LLANCE 0 cccccceeceeceeeceeecesseeeseeesessenseenseensenseennees 5 1 5 1 Description of OANS ssssssssusnusnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 5 4 5 1 1 OANS Terminology sssriissinis aa aia 5 4 5 1 1 1 Airport Mapping Data Base AMDB sasnsnsssnenerrrerersrsrsrnrrrerrrrrrrrrrrrrrere 5 4 5 1 1 2 Airport Data Base ADB nsrussrererrererrrrrrererrerrrrrrererrrrerrrrrrerrrrerrrrrrene 5 4 SLL APO M aa A E E A area anand 5 4 5 1 1 4 Coverage VOIUMEG cccccccceesssscceseereeeeenseeseeuecteeensntseeguuetteentitesugeerertes 5 5 5 1 1 5 Airport Map Displayed in ARC and ROSE NAV Mode cccceeeceeeeeeeeeeees 5 5 5 1 1 6 Airport Map Displayed in PLAN Mode
275. s for each velocity are quite homogeneous The variation of velocities is smooth m s MS The right part of Figure 6 17 shows 1234507 789 123450789 a wide spectrum with a Figure 6 17 Non turbulent and turbulent heterogeneous distribution of spectra velocities The variation of velocities is irregular and causes turbulence The WX T Rockwell Collins or the WX TURB Honeywell combines weather and turbulence information for display The TURB mode Rockwell Collins only shows turbulence information for a better identification of turbulent areas 6 1 3 3 MAP MODE In addition to weather the weather radar also displays ground returns The colors indicate the various levels of altitude strength of return of the object e g water is a good reflector and may appear red It may permit mainly to distinguish peaks from valleys in mountainous regions but with no guarantee on the quality of the data 6 1 3 4 PWS MODE The Predictive Wind Shear PWS supplements the Reactive Wind Shear refer to 6 1 4 Reactive Wind Shear The PWS provides alerts when the aircraft is ahead of the wind shears for avoidance purposes The Reactive Wind Shear provides alerts when the aircraft is in the wind shears for escape purposes The PWS detection is based on the Doppler principle A wind shear Is an area where wind velocities of opposite directions exist on a short distance The PWS triggers alerts when wind shears exceed an threshold called Haza
276. s of traffic and environment This is the purpose of Automatic Dependent Surveillance Broadcast ADS B Airborne Traffic Situational Awareness ATSAW applications Runway Awareness and Advisory System RAAS and On board Airport Navigation System OANS And the constant traffic growth will call for other new systems to meet the safety requirements In three paragraphs the reader may have noticed the endless list of surveillance systems available in the cockpit Therefore the aim of this brochure is for our customers e Already equipped with one of these systems To decode all these acronyms To understand how these systems work To efficiently use these systems e Not equipped with some of these systems to select the right systems according to their needs 1 1 WHAT IS SURVEILLANCE The definition of surveillance is a question of perspective either flight crew s perspective or air traffic controller s one 1 1 1 SURVEILLANCE FROM THE FLIGHT CREW S PERSPECTIVE At the flight crew level there are two kinds of surveillance the air to ground surveillance and the air to air one Flight crews and air traffic controllers commonly share the air to ground surveillance The air to ground surveillance enables the air traffic controller to s12 2 Getting to grips with Surveillance AIRBUS 1 Introduction manage the traffic in a safe and efficient manner The air to ground surveillance uSeS When inside radar co
277. s on their nature The radar pulse weakly reflects on dry snow and dry hail In addition wet hail presents a higher reflectivity than rain thanks to the size of hailstone combined with the presence of liquid water molecules on their surface Most of the Autotilt is a registered trademark of Honeywell 16 0 6 Weather surveillance Y AIRBUS Getting to grips with Surveillance time the radar pulse is not able to penetrate wet hail The weather behind wet hail is often hidden Odide Ground Clutter Similarly to wet hail stratiform rain in the vicinity lad oe at or 3000 ft below of the iy freezing level returns a large See TEE SNOW portion of the radar pulse oie Dry Hail Indeed in this area ice crystals EEA Dry Snow start to melt and are covered of Drizzle water Figure 6 1 Reflectivity of precipitations REFLECTIVITY OF THUNDERSTORMS Based on the principle described above weather radars are optimized to detect rains Consequently thunderstorms may be divided into four layers according to the reflectivity of each layer The turbulence dome defines an area of very severe turbulence It can reach several thousand feet above the visible top when the thunderstorm is growing The upper part above the altitude of 40 C if applicable contains ice crystals only It reflects a very small portion of the radar pulse This part may be invisible on the weather radar image whereas it is clearl
278. s slight modifications in the avionics architecture According to the aircraft configuration the new avionics architecture is called Hybrid architecture for aircraft P equipped with ADIRU 4MCU able to process GPS position TAWS uses the pure GPS position from MMR or GPS SU via ADIRU used A320 A330 A340 ha MMRs or GPS SU C GPS GPS ADR data IR data IR data FM position Back up Figure 4 14 Hybrid architecture IR data ADR data IR data Figure 4 13 Former TAWS architecture Autonomous architecture for aircraft equipped with ADIRU 10MCU not able to process GPS position TAWS uses the GPS position directly from MMR or It is the most commonly GPS SU It applies on former AIRBUS aircraft A300 A310 and former A320 MMRs or GPS SU ADR data IR data IR data FM position Back up Figure 4 15 Autonomous architecture 4 15 2 4 Terrain surveillance AIRBUS Getting to grips with Surveillance 4 1 4 1 EGPWS GEOMETRIC ALTITUDE T2CAS CPA ALTITUDE When operating with extreme local temperature variations in non standard altitude conditions i e QNH or QFE or when the altimeter is not set correctly the barometric altitude may significantly deviate from the current altitude To provide efficient alerts with appropriate altitude clearances regardless of temperature pressure variations QNH QFE or manual error settings new generati
279. s with specific shapes finger U shape hook scalloped edges etc or with fast changing shapes They usually indicate high turbulence severe hail or strong vertical drafts PNF Monitor long range weather above 80 NM for long term avoidance strategy PF Monitor short range weather below 80 NM for tactical weather avoidance Refer to Figure 6 36 Refer to FOBN Adverse Weather Operations Optimum Use of the Weather Radar See AIRBUS References for more recommendations 6 2 2 WIND SHEAR Refer to FOBN Adverse Weather Operations Wind Shear Awareness See AIRBUS References 6 2 2 1 FOR THE AIRLINE Operate the weather radar with PWS Wind shears were the root cause of several fatal accidents Develop Standard Operating Procedures SOP that emphasize awareness recognition avoidance and recovery of wind shears Train your flight crews to recognize and avoid wind shears and to apply recovery technique The Wind Shear Training Aid developed by the industry and other materials about wind shears are available at www ntis gov 6 2 2 2 FOR THE FLIGHT CREW Report any encountered wind shear to ATC Take off Departure briefing consider most recent weather reports and forecast visual observations and crew experience on airport to build up your wind shear awareness Consider a delay of the take off if wind shears are suspected If wind shears are suspected adapt the aircraft configuration minimum required slat
280. ssssesseeeeeeeeees C 1 C l DETINITIONS riistsistanstdir trend C 1 C2 cd golel e lg eer rr eT errr tr rr rr er rrr rer rrr rer rrr Te C 1 CoZ 2 ETP SCQUGINCG eirs EEE EEE REEE C 1 C 2 2 Aircraft on the Same Direction sssssssss2 22 2 s C 2 Y Table of contents AIRBUS Getting to grips with Surveillance C2 Bl OP VOUING ciccatecctcnicsnactsacenatenncetantnatenatcnaeseatientesntcnasssansentenazenacannnseatanannds C 2 C24 VEEP GOO M CUMS ssrisiiic aE OEN EES C 4 2 i TEP DINC Crier aceite EEE C 4 C2262 CIP CHING i nic tctcccttcvacenacccecentsevacesascsamenaessacencsteanenacenasasasesusesccevacacaccounenceans C 6 Coc EXAMI 01S serar RS C 7 C 3 1 PF Check the Aircraft Performances sssssssnsunnunnnnnunnnnnnnnnnnnnnnnnnnnnnnnnnn C 7 C 3 22 PF Initiate the TTP css C 7 C 3 3 PF Check the ITP Opportunity and Identify Reference Aircraft C 8 C 3 4 PNF Request the ATC Clearance ssssssnsunnnnnunnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn C 8 C 3 5 PF Perform the FUP oorsien ERREN ERE C 9 C 3 6 SPECIE CASOS arriiranrnri nnani C 10 C 4 Operational environment ssssssss2us2us2u2uunuusuunuunuunuunnununnnnnnnnnnnnnnnnnnnnnnnnn C 11 fore CRISTACITTP ina errr errr rrr reer reerrerrrerrreercerrreer ce rr reer reer rrr cer rr C 11 APPENDIX D ATSAW VISUAL SEPARATION ON APPROACH VSA D 1 D l POC OIE ciriciri AENEA EARE D 1 D 1 1 Visual Acquisition of the Preceding Aircr
281. t Getting to grips with Surveillance e Elevation Mode In elevation mode AESS Makes a 360 horizontal laser cut at the selected altitude across the 3D buffer Displays the weather behind the aircraft in ND ROSE mode The selectable altitude range goes from the ground level to 60 OOO ft or FL600 e Azimuth Mode In azimuth mode AESS Y AIRBUS 7 Aircraft environment surveillance Manually selected altitude Figure 7 23 Elevation mode Makes a vertical laser cut at the selected azimuth across the 3D buffer Displays the weather contained in the vertical laser cut on VD Refer to 7 1 7 2 Generation of Vertical Weather View and Figure 7 33 7 1 4 2 ENHANCED TURBULENCE DETECTION The turbulence detection has been improved thanks to new pulse waveforms and digital Signal processing The detection range is 40 NM from the aircraft and 20 NM laterally on either side from the aircraft centerline When the AESS detects turbulence the AESS displays turbulence on ND in all weather radar operating modes including ground Mapping C Turbulence detection range 150 Weather detection range Figure 7 24 AESS radar coverage The AESS does not display turbulence on the Vertical Display 7 1 4 3 PREDICTIVE WIND SHEAR PWS DETECTION The AESS automatically activates the PWS detection below 1 500 ft AGL The detection range goes from 0 5 to 5 NM When the AESS detects wind shears th
282. t airport the height to the airport elevation and the aircraft vertical speed The MTCD is composed of a basic term and an offset term Distance between aircraft and the nearest 0 9 19 runway threshold NM Figure 4 7 Variation of the basic MTCD The variation of the basic MTCD is given in Figure 4 7 The offset MTCD varies according to the distance to the airport and the vertical speed The shape of the clearance sensor depends on the FPA and the aircraft performances 4 10 2 Getting to grips with Surveillance AIRBUS 4 Terrain surveillance Warning Sensor Caution Sensor Figure 4 8 T2CAS terrain caution and warning envelopes Three segments compose the clearance sensors see Figure 4 8 1 A projection of the current flight path 8 seconds for the warning sensor 20 seconds for the caution sensor 2 A vertical maneuver at constant 1 5 G maneuver 3 A projection of the aircraft climb as per Aircraft Performance database In mountainous approach areas the sensors are linearly reduced to about 30 seconds to avoid undue alerts at low altitude If the sensor interferes the MTCD for at least 2 seconds the T2CAS triggers an aural alert TERRAIN AHEAD caution or warning In case of a late reaction from the flight crew or in case of very steep terrain environments the vertical pull up maneuver may not clear the CFIT risk In these cases the T2CAS orders a lateral maneuver AVOID TERRAIN warning Ter
283. t identification and position reporting AIRBUS Getting to grips with Surveillance The ADS B NRA service provides a cost effective solution to achieve benefits in terms of capacity efficiency and safety in a similar way as it could be achieved with an SSR For more details please refer to http www eurocontrol int cascade public standard_page ads_b_nra html EASA certified A320 A330 A340 aircraft at the beginning of 2008 and A380 aircraft at the end of 2007 eligible for ADS B NRA operations However operators must obtain an operational approval from their Authorities before starting ADS B NRA operations Refer to 2 6 2 Operational Approval of ADS B OUT 2 2 2 ADS B SURVEILLANCE IN RADAR AREAS ADS B RAD The ADS B RAD service enables to decommission redundant SSRs and to provide the same level of surveillance service in areas where radar surveillance currently exists It applies to en route and terminal phases of flight in airspace classes A to E The application improves safety and reduces surveillance costs through the replacement of some SSRs with ADS B receivers Note The European CASCADE program defines the ADS B RAD service areas with high traffic density and the ADS B NRA service for areas with low traffic density Therefore for the ADS B RAD service ATC ground stations will still use a minimum number of SSR as backup The use of ADS B ground receivers combined with a minimum number of SSR is more cost effective than an
284. t is not 3 000 ft as AESS does not know the atmospheric conditions at that location mark 2 in Figure 7 34 The same interpretation can be made for weather information Do not directly read weather and terrain elevations on VD as they depend on local atmospheric conditions s720 2 Getting to grips with Surveillance AIRBUS 7 Aircraft environment surveillance 6 000 5 000 4 000 ae 3 000 U _ _ 2 000 i nas Cold air 0 f Ground reference Figure 7 34 Interpretation of weather and terrain information on VD 7 1 8 AESS INDICATIONS 7 1 8 1 NAVIGATION DISPLAY ND Captain and First Officer ND displays are independent Each flight crewmember can display the desired information terrain or weather in the desired mode tilt elevation azimuth or automatic Figure 7 35 A380 ND TAWS view Figure 7 36 A380 ND WXR view AESS displays turbulence indications on ND within 40 NM ahead of the aircraft 20 NM on either side of the aircraft centerline 4000 ft above or below the aircraft altitude Refer to Figure 7 24 for AESS radar coverage 2724 Y 7 Aircraft environment surveillance AIRBUS Getting to grips with Surveillance Gs 289 Tas 288 GS289 Tas 288 210 1 21071 Figure 7 37 Wind shear icons for ND Figure 7 38 Wind shear icons for ND range of 10 NM range greater than 10 NM To enhance awareness of wind shears the WXR function highlights sectors where wind shears occur
285. t non exhaustive are e A regular update of TAWS terrain database e The implementation of the GPS position into the TAWS architecture e The activation of predictive TAWS functions e An appropriate and recurrent training on TAWS e Good knowledge of TAWS operations and escape maneuvers Refer to 4 2 Operational Recommendations for TAWS Regulations The carriage of TAWS is mandatory as per ICAO Annex 6 Operation of Aircraft Part l Future systems At the time of writing the brochure no new TAWS computer is expected on a short term A227 2 Getting to grips with Surveillance AIRBUS 5 Runway surveillance 5 1 5 1 1 Jld gt a ee Ie LLa 5 1 1 4 og ee on al oe 6 Deneiied 5 1 2 ae os a 5 1 3 a mE A ddydd ee Ie e 5 1 3 4 Jeleka Seda 5 1 4 5 1 4 1 5 1 4 2 5 1 4 3 5 1 4 4 5 1 4 5 5 1 4 6 5 2 5 2 1 5 2 2 5 3 5 4 5 4 1 5 5 5 RUNWAY SURVEILLANCE On board Airport Navigation System OANS Description of OANS OANS Terminology Airport Mapping Data Base AMDB Airport Data Base ADB Airport Map Coverage Volume Airport Map Displayed in ARC and ROSE NAV Mode Airport Map Displayed in PLAN Mode Map Reference Point OANS Principles Airport Moving Map Approaching Runway Advisory OANS Indications Aircraft Symbol FMS Active Runway FMS Destination Arrow Airport Map Approaching Runway Indication OANS Messages OANS Controls EFIS CP Range Selector EFIS CP ND Display Mode K
286. t on the ATC controller s screen appear in a small area The IDENT function also called Special Position Identification SPI when activated by the flight crew highlights the aircraft plot on the ATC controller s screen This function is available in Mode A C or S 2 1 2 MODE C When a SSR interrogates a transponder in Mode C the transponder replies with the aircraft barometric altitude 2 1 3 MODE S When a SSR interrogates a transponder in Mode S the transponder replies with a large set of surveillance data e g flight number 24 bit address speeds heading track selected altitude air ground status etc There are three types of interrogation 1 All Call interrogation All Mode A and C transponders reply Mode S transponders do not reply to this interrogation 2 Mode S All Call interrogation It is a variant of the All Call interrogation where only Mode S transponders reply The reply contains the 24 bit address that enables selective interrogations The SSR determines the altitude via a Mode C interrogation The transponder includes the barometric altitude in its reply 24 2 Getting to grips with Surveillance AIRBUS 2 Aircraft identification and position reporting 3 Selective interrogation The SSR selectively interrogates a Mode S transponder A selective interrogation prevents multiple replies from other transponders and alleviates the occupancy of the reply frequency In Mode S the SSR uses the
287. tally ND range e Always return to automatic modes gain and tilt when the manual control is no longer necessary The weather analysis should be done through a manual control whereas the weather detection should be left to automatic modes e When Autotilt or Multiscan is not available manually set the tilt so as to have ground returns at the top of the ND This setting ensures an optimized scanning of the weather ahead of the aircraft e Adjust gain tilt and ND range to the flight phase Refer to FOBN quoted below e Pay attention when reading weather on ND with Autotilt Ground returns could be confused with heavy rains e Make the decision to avoid a large thunderstorm at least 40 NM away from the thunderstorm 6 27 6 Y Weather surveillance AIRBUS Getting to grips with Surveillance Avoid cells laterally rather than vertically Severe turbulence may occur above the cell i e turbulence dome and below the cell i e downdraft updraft with heavy precipitations Avoid thunderstorms on the upwind side Hazards hail gust front new cells develop on the downwind side Avoid all cells with green or stronger including turbulent areas magenta returns by at least 20 NM above FL 230 10 NM below FL 230 This distance should be increased by 50 if the cell presents a specific shape see Figure 6 31 to Figure 6 35 Cumulonimbus should be cleared by at least 20 NM laterally and 5000 ft vertically Pay attention to cell
288. te failure HFOM is the radius of a circle centered on the current position such that the probability of the actual position lying inside the circle is 95 or more or outside the circle with a probability of 5 or less The higher the HFOM the lower the estimated accuracy in the GPS position HFOM is also known as Estimated Position Uncertainty EPU 2 2 11 GPS HORIZONTAL PROTECTION LIMIT HPL HPL is the radius of a circle centered on the current position which defines an area that is assured to contain the indicated horizontal position with a given probability HPL is also Known as Horizontal Integrity Limit HIL HFOM reflects the estimated oe Satellite pa eee accuracy of a satellite os geometry whereas HPL indicates its estimated r ml N a integrity Figure 2 5 illustrates A ee a satellite geometry with oe TAN A good accuracy HFOM Ar thanks to satellite A si A poor integrity HPL due With _ Without Satellite A Satellite A to satellite A Figure 2 5 Accuracy HFOM vs integrity HPL Indeed the satellite A position relative to satellites B C D reduces the satellite range errors The satellite A upgrades the accuracy HFOM The high correlation between satellites B C and D allows an easy detection of failure from any of these three satellites Conversely the position of satellite A cannot be correlated with other satellites Consequently a failure of satellite A may not be detect
289. th aircraft climb that could lead to a worse situation In most cases of encounters between two TCAS equipped aircraft mutual identification is almost simultaneous However there is a sufficient delay to establish the priorities for the coordination process The first aircraft to detect a potentially hazardous situation computes an avoidance maneuver sense and communicates it to the other aircraft The other aircraft takes the information into account and in turn computes an avoidance maneuver in the opposite sense It may happen that two aircraft simultaneously detect and simultaneously transmit coordination messages with avoidance maneuvers in the same sense In this particular case the aircraft with the highest 24 bit address reverses the sense of its avoidance maneuver In coordinated maneuvers only one RA reversal is triggered when changes in the encounter geometry occur Therefore the initial RA is reversed when The initial RA has been displayed for at least 9 seconds or The aircraft with the lowest 24 bit address has a vertical speed greater than 2 500 ft min upwards or downwards and flies in the opposite sense of its initial RA 236 Y Getting to grips with Surveillance AIRBUS 3 Traffic surveillance This delay provides the two aircraft with sufficient time to respond to the initial RA For TCAS compliant with TCAS II Change 7 1 refer to 3 1 6 TCAS l Change 7 1 if the aircraft with the highest 2
290. the ITP opportunity possible N or not and time and identifies the Reference Aircraft in the ITP Traffic List A DEE E pe TP ITP distance relative position and OP POrEGniey ane AENT Hcrebence flight number rca C 3 4 PNF REQUEST THE ATC CLEARANCE PF informs PNF that ITP is possible and A a indicates the Reference Aircraft ITP M IN SEE A distance position and flight number DES TO START AT SPD PNF requests an ITP clearance to ATC by sam Ei CAN WE EXPECT me HIGHER ALT LOWER ALT CPDLC PNF applies a specific I gt WHEN CAN SPD phraseology in the CPDLC message See notes below E ADD TEXT gt Figure C 13 Enter desired FL in the CPDLC vertical request It is recommended to edit the free text as follows refer to Figure C 15 aa Ieai ie LSK 1L ITP FORM MEDICAL LSK 2L The ITP distance relative I TECHNICAL position flight number of the first E ENCE DISCRETION Reference Aircraft FREE TEXT LSK 3L The ITP distance relative position flight number of the second Reference Aircraft if any This method provides a clear view of i n i nd entered data and permits the flight crew Lbs C A Site n the 2 to rapidly check and or correct one line page Wi e eys gt 6 0 x 2 Getting to grips with Surveillance AIRBUS Appendix C ALL FIELDS ERASE ATC MENU L FA lt RETURN Lu Figure C 16 Send the message from DCDU The flight crew app
291. tion and position reporting 2 AIRCRAFT IDENTIFICATION AND POSITION REPORTING 2 1 Description of Transponder 2 3 2 1 1 Mode A 2 4 2 1 2 Mode C 2 4 2 1 3 Mode S 2 4 2 1 3 1 Mode S Data Link 2 5 ne AP Elementary Surveillance ELS 2 5 OG ee Sc Enhanced Surveillance EHS 2 5 r e Automatic Dependent Surveillance Broadcast ADS B 2 6 2 1 3 8 Extended Squitter 2 7 2 1 3 9 1090 Extended Squitter 2 7 2 1 4 Transponder Controls 2 8 2 2 Aircraft I dentification and Position Reporting with ADS B 2 8 2 2 1 ADS B Surveillance in Non Radar Areas ADS B NRA 2 9 2 2 2 ADS B surveillance in Radar Areas ADS B RAD 2 10 2 2 3 ADS B Surveillance on Airport Surfaces ADS B APT 2 10 2 2 4 Generic Emergency Indicator 2 11 2 2 5 Discrete Emergency Codes 2 11 2 2 6 DO 260 and DO 260A 2 11 2 2 7 Geographical Filtering of SQWK Code 2 12 2 2 8 Version Number 2 12 2 2 9 Receiver Autonomous Integrity Monitoring RAIM 2 12 Fault Detection and Exclusion FDE 2 2 10 GPS Horizontal Figure of Merit HFOM 2 13 2 2 11 GPS Horizontal Protection Limit HPL 2 13 2 2 12 Selective Availability SA 2 13 2 2 13 Navigational Uncertainty Category NUC 2 14 2 2 14 Navigation Integrity Category NIC 2 14 2 2 15 Navigational Accuracy Category NAC 2 14 2 2 16 Surveillance Integrity Level SIL 2 14 2 2 17 ADS B Controls and Indications 2 15 2 3 Aircraft Identification and Position Reporting with Wide 2 15 Area Multilateration 2 4 Aircraft identification and Positio
292. tm Airservives Australia documents about ADS B operations available at https www airservicesaustralia com projectsservices projects adsb defa ult asp Flight Operations Information Package CASA Pilot Information Booklet Transport Canada documents Automatic Dependent Surveillance Broadcast AC 700 009 July 2008 available at http www tc gc ca CivilAviation IMSdoc ACs menu htm Thanks to AIRBUS flight test campaign about wake vortices with modern measuring instruments international standards about wake vortices are being reviewed 96 2 Getting to grips with Surveillance AIRBUS References REF 8 REF 9 REF 10 REF 11 REF 12 REF 13 REF 14 REF 15 REF 16 REF 17 REF 18 NAV Canada documents Introduction of Automatic Dependent Surveillance Broadcast ADS B Airspace in the Vicinity of Hudson Bay AIC 34 08 August 2008 available at http www navcanada ca NavCanada asp Language EN amp Conten t ContentDefinitionFiles Publications Aeronauticall nfoProducts Al P Current default xml NAV CANADA ADS B Information Brochure available at http www navcanada ca NavCanada asp Content ContentDefin itionFiles Services ANS Programs ADS B default xml Introduction to TCAS II Version 7 FAA November 2000 at http www arinc com tcas Enhanced Ground Proximity Warning System EGPWS at http www51 honeywell com aero Products Services Avionics Electronics EGPWS Home html c 21
293. to make the most of initial RA RA reversal not too early and to avoid additional RA reversals too late RA reversals 2145062 CP115 SOLUTION TO THE ADJUST VERTICAL SPEED ADJUST ISSUE The RA ADJ UST VERTICAL SPEED ADJ UST is always an order to reduce the vertical speed Most of the time an opposite reaction to such an RA leads to a significant reduction of the vertical separation with the intruder and a significant augmentation of the collision risk A large number of unintentional opposite reactions to this RA has been observed The main causes identified are The lack of training on the particular RA ADJ UST VERTICAL SPEED ADJ UST The lack of explicit indications in the RA ADJ UST VERTICAL SPEED ADJ UST The difficulties to interpret VSI indications To simplify the procedure the CP115 replaces the RA ADJ UST VERTICAL SPEED ADJ UST by a new RA LEVEL OFF In the TCAS II Change 7 0 there are currently four RA ADJ UST VERTICAL SPEED ADJUST with different vertical speed targets 0 500 1 000 and 2 000 ft min The introduction of the new RA LEVEL OFF one RA upwards and one RA downwards make the last three RA above useless It reduces the set of RA and simplifies the training 3 11 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance 3 1 7 TCAS INDICATIONS In addition to aural alerts PFD ND and EWD display TCAS indications The ND provides the
294. to the ground station or Independent The aircraft does not send any position data to the ground Station The ground station calculates the aircraft position or Cooperative The method requires an active system onboard the aircraft or Non cooperative The method does not require any system onboard the aircraft Independent Dependent Non cooperative SSR Mode A C S Cooperative SR Mode A C 5 ADS C ADS B This chapter reviews all the surveillance methods available for the aircraft identification and position reporting function 2 1 DESCRIPTION OF TRANSPONDER The aircraft identification and position 3 silia reporting function requires a eS eee transponder onboard where a ee E blake Secondary Surveillance Radar Eos ena MHz SSR is in operation The SSR Reply ONN interrogates the transponder on 1030 1090 MHz ONN MHz and waits for a reply from the a Bae transponder on 1090 MHz refer to a Figure 2 1 Based on this principle the Figure 2 1 SSR interrogation and SSR operates in three different modes transponder reply Mode A Mode C and Mode S The interrogation mode determines the reply content For instance when the ground station interrogates an aircraft for its altitude the transponder replies in Mode C Other modes exist Modes 1 2 4 and 5 but they are used in military aviation only Surveillance method based on SSR is Cooperative as the SSR interrogates the airborne transponde
295. to use the ATSAW function in conjunction with ATSAW applications ATSA AIRB ITP VSA e Pay particular attention to the flight crew training related to ATSA ITP The flight crew must be aware of ATSA ITP basics terminology phraseology ITP criteria normal and contingency procedures etc 3 7 2 FOR THE FLIGHT CREW e Do NOT use the ATSAW function for self separation and collision avoidance The ATSAW function is an awareness tool that assists the flight crew for the visual acuigistion of surrounding aircraft capable of ADS B OUT e Apply the TCAS procedures when a TA or RA occurs Responsibilities do not change ATC remains responsible for aircraft separations e Always correlate ATSAW information with visual information out of the window Do not maneuver with information from the ATSAW function only 3 8 REGULATIONS FOR ATSAW The interpretation of regulations in this paragraph is limited to AIRBUS aircraft at the time of writing this brochure At the time of writing the present brochure there is no mandate for the carriage of the ATSAW function 3 9 MANUFACTURER FOR ATSAW To fulfill the Traffic Awareness function with ATSAW AIRBUS proposes the following two systems the Honeywell TPA 100B available from early 2010 and the ACSS T3CAS available from early 2010 These TCAS computer capable of ATSAW are also compliant with TCAS II Change 7 1 refer to 3 1 6 TCAS Il Change 7 1 ATSAW ITP is an option of ATSAW 3
296. ual control is not necessary e A good preparation to abort a procedure take off or approach in case of wind shear e Do not fly into a thunderstorm Avoid flying above or below a thunderstorm Refer to 6 2 Operational Recommendations for Weather Radar Regulations The carriage of a weather radar is recommended as per ICAO Annex 6 Operation of Aircraft Part I In most countries the weather radar is required considering that significant weather may be experienced in most flights Refer to local regulations Y Getting to grips with Surveillance AIRBUS Executive Summary Future Systems The Honeywell RDR 4000 already available on A380 aircraft will introduce the benefits of the 3D weather scanning on A320 A330 A340 aircraft in 2010 such as e The automatic correction of the Earth curvature e Automatic modes to display on path and off path weather e The elevation mode 7 AIRCRAFT ENVIRONMENT SURVEILLANCE Aircraft Environment Surveillance System AESS Description The AESS is an integrated surveillance system on A380 aircraft that includes the following transponder TCAS TAWS and weather radar with PWS The TAWS and the weather radar use the Vertical Display VD at best to enhance the flight crew awareness on terrain and weather Thus the AESS is also able to display on VD the terrain and weather along the path followed by the aircraft flight plan track or the azimuth selected by the flight crew The weather radar a
297. uced electro magnetic pollution thanks to the use of squitters Contrary to SSRs ADS B receivers do not emit any signals In addition emissions from SSRs are more powerful than the ones from aircraft e k k og Pe a a D e m 4 ae ae Figure 2 3 Secondary Radar left and Figure 2 4 ADS B raund re receiver Primary Radar right Any ATC ground stations equipped with ADS B receivers are able to collect data broadcast by surrounding ADS B aircraft There are three types of ADS B service according to the area where the ADS B service is provided in non radar areas in radar areas on airport surfaces These new services are part of the European CASCADE program and will be deployed progressively over the European airspaces refer to Appendix A Worldwide ADS B implementation Similar programs are in progress in USA and Australia The following sections describe the ADS B services as per the European CASCADE program pike le ADS B SURVEILLANCE IN NON RADAR AREAS ADS B NRA The ADS B NRA service provides surveillance services in areas where radar surveillance currently does not exist It is applicable to airspace classes A to G The most famous example is the deployment of ADS B over the entire Australian upper airspace refer to http www airservicesaustralia com pilotcentre projects adsb adsbuap asp As a dependent surveillance method ADS B transmits the aircraft GPS position to the ground 290 Y 2 Aircraf
298. uction of useless RA With a better knowledge of the traffic Situation the flight crew will reduce the vertical soeed when the aircraft approaches the cleared flight level A high vertical soeed when the aircraft approaches the cleared flight level may trigger useless RA Refer to 3 2 Operational Recommendations for TCAS e Early detection of developing dangerous situations With a better knowledge of the traffic situation the flight crew can identify dangerous situations with other aircraft and contact the ATC controller to get confirmation 3 25 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance e More cooperative responses from flight crews to ATC instructions With a better knowledge of the traffic situation the flight crew can better understand and accept ATC instructions 3 6 2 2 1 Construction of Traffic Awareness With the existing procedure the flight crew mentally constructs the traffic picture thanks to The transmissions of the ATC controller and other flight crews on a given radio frequency Visual scans regularly performed out the window However these methods present some limiting factors o Surrounding aircraft are not necessarily on the same frequency e g departure and arrival frequencies o The deployment of Controller Pilot Data Link Communication CPDLC reduces the amount of information available in the party line o The visual scans are limited in front of and above the own
299. ult ssisiirreirirrniia EEEa G 4 GAA DOWNA AN crenis niina ERR G 4 G 4 5 DOWN DUT SE sive seccctse recast sesesssarecavivereeaseraccusstvaseuextnanensseuesesensuasenesnsaveenseuaes G 5 G 4 0 GUSE Pron isiicisiccicicrincestinnscieiietosiniiercrciinsbestieiwainiieretarrinnrenniiseninitebenssanees G 5 10 Y Getting to grips with Surveillance AIRBUS Table of contents GALT WING Shear rraian aaa S G 6 G 4 8 Non Reflective Weather susussusunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn G 6 APPENDIX H LOW LEVEL WIND SHEAR EFFECTS ON AIRCRAFT PERFOR MAN CEG ccccccecccsnsscccsneccccscscencncccsneneccsnscecesencencnccesnaneccsennenesencenenesasnenecesenseness H 1 H 1 Horizontal Wind ShearS csccsceccscnccnccceucnneusnneuseueuseueuseusuueusuuenseusueeususnuenngues H 1 H 1 1 Longitudinal Wind Shears sssssssss222222 222 222222u2222202202u20u220u20unnnnnnnnnnnnnnn H 1 H 1 2 Crosswind Shears wssceccsceccuccccucnceusnueuseuenueueuueusuueuseueueeueuueusnueuseueueeusnueusags H 2 H 2 Vertical Wind She arS assusnanssnunnnnnnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn H 3 H 2 1 Effect on Angle OF Alat K isrrssrs EE H 3 H 2 2 Downburst EffectS asssuuannununnnnnnunnnnnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn H 4 11 2 Executive Summary AIRBUS Getting to grips with Surveillance EXECUTIVE SUMMARY 1 INTRODUCTION Safety of air transportation relies on three pillars Communication
300. un radiation e Sea thunderstorms are less severe less wind gradient and lower surface temperature e Winter thunderstorms often top at altitudes lower than the summer ones colder airmass therefore less water hence less instability As a general rule aircraft en route should avoid thunderstorms on the upwind side if it can be detected In a regular atmosphere the upwind side at the opposite of the anvil The shape of the anvil is due to flattening of the cloud and normal wind increase at its altitude Under such conditions the upwind side is free from precipitations and turbulence at a relatively short distance from the cloud body side But it may happen that wind direction changes at the level of the anvil or the cell is stationary Under those conditions the recommended distance to fly from the cloud must be respected But in all cases avoid flying under the anvil Severe precipitations hail icing etc may exist even at an FL supposed to be under 40 C ree 2 Getting to grips with Surveillance AIRBUS Appendix G G 2 2 SINGLE CELL A single cell thunderstorm is the result of a single updraft This kind of thunderstorms is rare A single cell may have a life cycle above one hour because of its high instability G 2 3 MULTI CELL THUNDERSTORMS Multi cell thunderstorms are more common Each thunderstorm is at different formation stage The downdraft of one cell creates a gust front This gust front provides the l
301. un Protection Go around Stop Auto brake activation 500 ft 50 ft o p l a Figure 5 21 ROW and ROP concept The ROW ROP function is available In all auto brake modes including Brake To Vacate BTV see note below On all runway conditions dry wet and contaminated For all aircraft landing configuration weight CG slats flaps configuration etc For any wind and visibility conditions within the aircraft envelope With or without autopilot At present ROW and ROP are designed for a utilization with an automatic braking only Refer to 5 10 Future systems Note The goal of BTV is to manage the braking during the landing roll so as to reach a runway exit selected by the flight crew BTV benefits are Optimization of the braking energy It reduces Brake temperature reduction of hydraulic fluid temperature reduction of carbon brake oxidation Risk of tire deflation Tire wear Turn around time reduction of brake cooling time Y Getting to grips with Surveillance AIRBUS 5 Runway surveillance Optimization of the runway occupancy BTV is able to predict and optimize the Runway Occupancy Time ROT When aware of ROT the ATC controller is able to optimize the flow of arrivals Reduction of environmental impacts BTV reduces fuel burn thanks to reduced ROT and reduced use of thrust reversers BTV also reduces emission of carbon dust from brake wear Improvement of the pass
302. urveillance G 2 THUNDERSTORMS G 2 1 FORMATION The thunderstorm is a cumulonimbus that develops up to a stage with an anvil top However a cumulonimbus may have all the dangerous characteristics of a thunderstorm i e lightnings hail turbulence The development of a thunderstorm results from the conjunction of two conditions e A global shearing of the atmosphere as wind speed generally increases with altitude That wind gradient is enhanced by earth friction but less by sea friction e An airmass of high humidity at lower levels It is a fact of physics that humid air is more unstable than dry air Note that the maximum water content of an airmass increases very rapidly with temperature When those two conditions are met vertical instability develops Thunderstorm activity is enhanced by very small changes in the conditions surrounding the system e A colder airmass arriving at high altitude e The system passes over an area gradually heated by the sunshine e Some orographic effect Under such conditions the development of a thunderstorm may be extremely rapid even at a visible pace One may have blue sky in the morning a severe thunderstorm in the afternoon and dissipating clouds at sunset which makes the weather forecast difficult to interpretate A thunderstorm often develops up to the tropopause altitude sometimes above Other characteristics e Most thunderstorms have a life cycle associated with the duration of s
303. use ADS B technology to provide air traffic controllers with automated safety alerting Capabilities and will continually ae monitor an aircraft s assigned Existing radar coverage at 10 000 ft y route and altitude for any E ADS B coverage at 10000 ft discrepancies M Existing radar coverage at 30 000 ft ADS B coverage at 30 000 ft Figure A 1 Australian ADS B coverage A 3 Y Appendix A AIRBUS Getting to grips with Surveillance The ADS B UAP also plans the purchase of a new Receiver Autonomous Integrity Monitoring RAIM system The RAIM system will provide controllers with real time information on Global Navigation Satellite System integrity The Upper Airspace Program may be expanded to provide additional ADS B coverage and services below FL300 at a later date At the time of writing the brochure Airservices Australia operates ADS B on a voluntary basis CASA Australia mandates the carriage of ADS B from December 12 2013 at or above FL 290 A 3 2 WEBSITE For more details please refer to https www airservicesaustralia com projectsservices projects adsb default asp A 4 DEPLOYMENT OF ADS B IN ASIA A 4 1 DESCRIPTION In the Bay of Bengal and in the Asian regions several trials are currently in progress The following is some examples of activities in progress Fiji domestic airspace Procedural separations are in force ADS B is seen as a key enabler for an optimized management of traffic in the Fi
304. uth The width of the vertical cut depends on the VD path reference VD image on FMS flight plan path For the active leq 2x FMS RNP or 2x FMS EPU whichever is the greater For subsequent legs 2x predicted RNP VD image on aircraft track 2x TAWS RNP VD image on manually selected azimuth 2x TAWS RNP eae 2 Getting to grips with Surveillance AIRBUS 7 Aircraft environment surveillance Note The RNP value is adapted to the flight phase Therefore the corridor width is variable along the flight path The terrain database is divided into grids sets refer to 4 1 1 1 Terrain Database The vertical cut in the terrain database determines a group of grid set elements The TAWS function retains the highest elements along the VD path reference to build up the terrain elevation profile Refer to Figure 7 30 Figure 7 30 Cut through terrain database The TAWS function always displays the terrain on VD in brown regardless of the proximity of terrain or obstacles The TAWS function displays water on VD in cyan as on ND 7 1 7 2 GENERATION OF VERTICAL WEATHER VIEW The same principle applies for the generation of vertical weather view The WXR function makes a vertical cut in the 3D buffer along the VD path reference aircraft track FMS flight plan or manual azimuth However the vertical cut in the weather radar 3D buffer has no width It is a laser cut e Image generation in automatic modes 3D flight pla
305. vailable at http www flightsafety org ecommerce and spread out its contents inside the company as necessary 4 2 2 FOR THE FLIGHT CREW e Stick to the procedures Refer to your FCOM for the appropriate procedures Refer to FOBN Operating Environment Enhancing Terrain Awareness See AIRBUS References for a comprehensive set of recommendations e Know where you are Know where you should be and Know where the terrain and obstacles are e Check the altimeter settings reference standard QNH QFE and units hPa inHg meters feet Refer to FOBN Supplementary Techniques Use of Radio Altimeter See AIRBUS References e Know how your TAWS operates e Respond to TAWS alerts without delay in an appropriate manner e Correlate the results of the navigation accuracy check with the operation of the predictive TAWS functions e g overhead TERR switched to OFF when GPS PRIMARY is lost and NAV mode cannot be continued applicable only if the automatic TERR deselection has not been activated e Chase doubts in ATC communications especially during approach and landing e g confirmation of radar contact altimeter settings Refer to FOBN Human Performance Effective Pilot Controller Communications See AIRBUS References 4 3 REGULATIONS FOR TAWS The interpretation of regulations in this paragraph is limited to AIRBUS aircraft at the time of writing this brochure The carriage of TAWS with forward loo
306. ve 1 2 1 1 2 Surveillance from the Air Traffic Controllers 1 3 Perspective 1 2 How to Read the Brochure 1 3 1 2 1 Surveillance Systems and Functions 1 3 1 2 2 Chapter Structure 1 4 1 2 3 Captions 1 4 1 3 System Summary 1 5 ee 2 1 Introduction AIRBUS Getting to grips with Surveillance Since the advent of the air transportation safety has been the keystone of this business Safety rests on three pillars which are Communication Navigation and Surveillance Communication and Navigation had been developed before the air transportation became massive The traffic getting denser and denser Surveillance became more and more necessary The very first surveillance tool appeared in the 1930 s the radar Widely used during the Second World War the radar has come into general use for various purposes air traffic control weather monitoring road speed control etc While the air traffic becomes denser safety calls for new surveillance tools other than the radar Thus several surveillance systems were developed like The transponder that works with the ground Secondary Surveillance Radar SSR The Traffic Collision Avoidance System TCAS The Terrain Awareness and Warning System TAWS The Weather Radar WXR All these systems work for a better awareness of the traffic and the environment around the aircraft for either the flight crew or the air traffic controller Today technology allows getting a more accurate awarenes
307. ve RA Descent Min O Max 2 000 Set the vertical speed to QO It replaces the RA ADJUST LEVEL OFF VERTICAL SPEED ADJUST Refer to TCAS II Change 7 1 only 3 1 6 2 CP115 Solution to the ADJ UST VERTICAL SPEED ADJ UST Issue Monitor the vertical speed so as to remain out of the red sector MONITOR VERTICAL SPEED It is a preventive advisory The TCAS calculated a forbidden vertical speed range red sector Maintain the current vertical Climb speed Min 1 500 MAINTAIN VERTICAL Max 4 400 SPEED MAINTAIN Descent Min 1 500 Max 4 400 3 15 Y 3 Traffic surveillance AIRBUS Getting to grips with Surveillance Required Maintain the current vertical Climb Speed Min 1 500 The own flight path will cross Max 4 400 MAINTAIN VERTICAL SPEED CROSSING MAINTAIN through the intruder one Descent Min 1 500 Max 4 400 Calm down SEAR OE tama The collision threat disappeared a 3 1 7 2 3 Aural Alert Priority The FWS prioritizes aural alert with other systems as follows 1 Wind shear alert or stall alert 2 TAWS alerts 3 TCAS alerts In case of wind shear stall or GPWS warnings FWS inhibits TCAS aural alerts TCAS converts all RAs into TAs on ND TCAS automatically sets the TA ONLY mode 3 1 7 2 4 Advisory Inhibition When the own aircraft is below an altitude limit margin in climb in descent the TCAS automatically activates some inhibition logics A
308. veillance AIRBUS 3 Traffic surveillance There is an aircraft not on the same direction between the current FL and the desired FL When the ITP is not possible the TCAS computer provides the reasons that prevent the ITP Below the in trail distance refer to Figure 3 25 o DISTANCE when the distance criterion is not met or o REL SPEED when the relative speed criterion is not met or o NO FLT ID when the flight number is not available Next to LSK 2R when there are more than two aircraft in the ITP volume Refer to Figure 3 26 ITP TRAFFICLIST 412 DESIRED FL ITRTRAFRICLIST DESIRED FL IN TRAIL DIST AZE1597 IN TRAIL DIST TYU7914 TYU7914 i wm VBN8624 A Basi HBoogooD S pooooo oo lt RETURN Figure 3 25 ITP not possible due to the Figure 3 26 ITP not possible due to the distance with one aircraft number of aircraft Note The ITP Traffic List is sorted as follows When ITP is possible aircraft are displayed from the farthest one in front of the own aircraft e g 45 NM BEHIND AZE1597 to the farthest one after the own aircraft e g 32 NM AHEAD OF VBN8624 When ITP is not possible aircraft that block the ITP procedure are displayed first ITP Traffic List Last aircraft First aircraft VBN8624 AZE1597 Ae gt Ae A e gt 1 32 NM AHEAD OF 45 NM BEHIND Figure 3 27 So
309. veillance AIRBUS Getting to grips with Surveillance wm j esoe xo ea Figure 5 20 OANS architecture 5 4 1 UPDATE OF OANS DATABASES The OANS uses airport databases compliant with ARINC 816 Embedded interchange Format for Airport Mapping Database At the time of writing the brochure only Jeppesen provides ARINC 816 ADB and updates online Contact your chart provider for more details The duration of the upload on aircraft depends on the update file size The update may take approximately 15 minutes 5 5 FUTURE SYSTEMS OANS will take benefits of emerging technologies The new functions under studies are the integrations of ADS B IN data to detect aircraft conflicting with own aircraft path The ATSA SURF application to display surrounding aircraft on the airport map Data link applications to display NOTAM and ATC ground clearances e g taxi path on airport map Y Getting to grips with Surveillance AIRBUS 5 Runway surveillance Please bear in mind Description The On board Airport Navigation System OANS is a new system introduced by the A380 It improves the flight crew situational awareness during taxi by locating the aircraft on an airport map OANS is NOT designed for guidance on ground and does not change the current taxi procedures The flight crew must correlate the OANS indications with the outside visual references Operational recommendations The main recommendations but non exh
310. verage the well known transponder coupled with SSR When outside radar coverage voice position reports at regular intervals or ADS C application In specific areas ADS B The air to air surveillance is in the interest of flight crews only It provides the flight crew with Assistance to build an aircraft environment awareness regarding external hazards traffic terrain weather Alerts against these external hazards 1 1 2 SURVEILLANCE FROM THE AIR TRAFFIC CONTROLLER S PERSPECTIVE At the air traffic controller level the surveillance may be either cooperative or non cooperative dependent or independent according to the type of the ground receiver and the aircraft equipment Refer to 2 Aircraft identification and position reporting for more details 1 2 HOW TO READ THE BROCHURE It is agreed that there is a wealth of literature about aircraft systems available for pilots e g FCOM FCTM CBT Consequently the present brochure does not supersede documents that already exist The present brochure provides information to e Better understand how surveillance systems work e Compare different surveillance systems that fulfill the same function e Describe new surveillance systems expected in the near future 1 2 1 SURVEILLANCE SYSTEMS AND FUNCTIONS The present brochure describes surveillance systems from an operational perspective Therefore each chapter of the present brochure describes a surveillance function Eac
311. vered late 2007 At the time of writing the brochure standards for ADS B RAD ATSA VSA and ATSA ITP are being finalized before pre operational validation EASA envisages an ADS B mandate in 2015 A 1 2 WEBSITE Details on SESAR may be found at http www sesarju eu Details on the CASCADE program may be found at http www eurocontrol int cascade public subsite_homepage homepage html A 2 THE FAA SURVEILLANCE AND BROADCAST SERVICES PROGRAM The FAA launched the program in 2005 for the implementation of ADS B over the US territory ADS B is a crucial component of the US Next Generation Air Transportation system NGATS or NextGen A 2 1 DESCRIPTION The FAA deploys the ADS B coverage in two segments Segment 1 includes Ontario CA Garden City KS North Platte NE Kansas City KS Louisville KY Gulf of Mexico Philadelphia PA Bethel Area AK Anchorage AK and Juneau AK The first operational sites should start in Q3 2009 and the Segment 1 deployment should end in Q3 2010 Segment 2 covers the entire US territory The deployment of ADS B in Segment 2 should start from 2010 and should end in 2013 An avionics equipage rate of 26 is expected by 2014 and a full equipage rate by 2020 A 2 2 Getting to grips with Surveillance AIRBUS Appendix A As proposed by the FAA NPRM released in October 2007 ADS B would be mandatory in the following airspaces Class A Class B Class C Class E above 10 000 ft
312. w Flight Crew Operating Manual Flight Control Unit Flight Director Fault Exclusion Flight Envelope Detection and FMS Landing System Flight Management Flight Mode Annunciator Flight Management Guidance and Envelope Computer Flight Management System Flight Operations Briefing Note Flight Path Angle Flight Safety Foundation Flight Warning System Glide Slope Ground Collision Avoidance System Ground Clutter Abbreviations GPIRS GPS GPS SU GPWC GPWS GS HFOM HIL HPL IAS I CAO ID IMC IR ITP KCCU LAHSO LDA LDG LGERS LSK MAC MCDU MFD MMO MMR MNPS MSL Y AIRBUS Suppression Global Positioning and Inertial Reference System Global Positioning System GPS Single Unit Ground Proximity Warning Computer Ground Proximity Warning System Ground Speed Horizontal Figure Of Merit Horizontal Integrity Limit Horizontal Protection Limit Indicated Air Speed International Civil Aviation Organization Identification Instrument Meteorological Conditions Inertial Reference In Trail Procedure Keyboard and Cursor Control Unit Land And Hold Short Operations Landing Distance Available Landing Landing Gear Extension and Retraction System Line Select Key Mean Aerodynamic Chord Multipurpose Control amp Display Unit Multi Function Display Maximum Operating Mach Multi Mode Receiver Minimum Navigation Performance Specification Mean Sea L
313. w WWW WWW WwW AAAAVHAAAAHAARAAAH UNM RRWWWNNNNNR NP Ww Ww NNN N m Ww 3 9 3 10 1 N NP NP NP RWNE Ne NP Communication with ATC Ground Stations c cece cece cece eeeeeeeeeeeeeeeeeaes 3 7 Collision Threat Evaluation ssssssssssnnunnunnunnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnnn 3 7 VECA Sep al AUG ena rE ds cavaanan eran ie E S EEES 3 8 Time to Intercept TAU eoin EEA A E EEEE 3 8 TORS ENV ClO 06S anina 3 9 TORS Th CA CF ab enacetnrhedecewrondscecstnaccennceceuvsndsedsesceeuctwsccedseususessen 3 10 CP112E Solution to the Reversal LOGIC ISSUGC c cece cece ee eeeeeeeeeeeeees 3 10 CP115 Solution to the ADJ UST VERTICAL SPEED ADJ UST Issue 3 11 TEAS TMGICACIONS irinin annann aaia 3 12 VOAS DLDI oe aa A E a A rasan sats 3 12 TA AUA r EE E E E E TEE 3 14 TCAS CODTTOLS vives diccessatncitusssdriterstcriemtcni RA 3 17 Operational Recommendations for TCAS ssssssssusnunnnnnnnnnnnnnnnnnnnnnnnn 3 18 FOF the AIr irci a a 3 18 For the Foght COW wdssiciciicspesitinandecinnanenttiewssceenieiedtinnwesneiiewberniaieedsins 3 19 REGUIATIONS TOP TCAS crea sinscetecsecdanemscscawensewauscnsasssuesseceusaneaseussbasenesan 3 19 ManUTACTUFErs TOF TCA S viricita 3 20 ACSS TCAS 2000 and T2ZCAS tivscivsisdectincatcctvedstectincntecnredstevtteeniernrecnis 3 20 TOAS Pare OF ACSS T3CAS ieiiieeetrncecieencewetcnceseeiencieueiercisuriencveurtencuens 3 21 ROCKWEll Collins TER 92 Disit
314. weather display every 4 s If flight crewmembers set NDs to ranges of different magnitude short and long ranges the weather radar alternately scans for Short and long ranges With this scan pattern the weather radar refreshes the weather display every 8 s Only Honeywell EGPWS is able to provide the terrain altitude to Honeywell Autotilt function The Autotilt function is not compatible with ACSS T2CAS 2617 Y 6 Weather surveillance AIRBUS Getting to grips with Surveillance Captain First Officer Captain First Officer Figure 6 20 Autotilt scans according to range selections e In PWS Mode The Autotilt function does not modify the PWS mode Below 2 300 ft the weather radar alternately scans for weather and wind shear the first sweep for weather the second sweep for wind shear In PWS mode the radar scans are limited to short ranges With this scan pattern the weather radar refreshes the weather display every 12 s ope Bs ae MULTISCAN ROCKWELL COLLINS 6 1 5 2 1 Principle The Multiscan function develops an ideal radar beam that would detect Significant weather right below the aircraft up to 320 NM taking into account the curvature of the Earth Figure 6 21 Ideal beam and Multiscan To that end the Multiscan function uses two radar beams the upper beam to scan medium ranges the lower beam to scan short and long ranges The Multiscan function automatically adjusts the tilt and gain settings The infor
315. white areas in Figure A 2 Canadian Atlantic coast and Greenland In the future NAV CANADA plans to expand ADS B to the Canadian Atlantic coast yellow areas in Figure A 2 the Gander airspace over Greenland magenta areas in Figure A 2 and eventually over the entire country A 5 2 WEBSITE For more details please refer to http www navcanada ca NavCanada asp Language en amp Content ContentDefinit lionFiles 5CServices 5CANSPrograms 5CADS B 5Cdefault xml A 5 Getting to grips with Surveillance 2 AIRBUS Appendix B APPENDIX B ADS B PHRASEOLOGY The following table provides an overview of the ADS B phraseology as per the ICAO Doc 4444 PANS ATM 15th Edition 2007 Chapter 12 Phraseologies see References Note The implementation of ADS B operations may locally change Refer to AIP for specific regional procedures ADS B 12 4 1 100 Termination or Radar or ADS B service 12 4 1 11 Radar or ADS B equipment degradation 12 4 3 1 amp 12 4 3 2 To request the capability of the SSR equipment To advise the capability of the SSR or ADS B equipment or ADS B 12 4 3 4 amp 12 4 3 5 To request the pilot to reselect the assigned mode and code or the aircraft identification RADAR SERVI CE TERMI NATED DUE reason instructions SECONDARY RADAR OUT OF SERVICE appropriate information as necessary PRIMARY RADAR OUT OF SERVICE appropriate information as necessar
316. y ADVISE TRANSPONDER CAPABILITY TRANSPONDER ALPHA CHARLIE or SIERRA as shown in the flight plan NEGATI VE TRANSPONDER RESET SQUAWK mode code B 14 I DENTI FI CATI ON TERMI NATED DUE reason instructions ADS B OUT OF SERVI CE appropriate information as necessary ADVI SE CAPABILITY ADS B TRANSMITTER data link ADS B RECEIVER data link As AIRBUS aircraft use the 1090 ES data link TEN NINETY DATA LINK Should be announced NEGATIVE ADS B RE ENTER ADS B or MODE S AIRCRAFT IDENTIFICATION Note Not able to comply with some FMS standards see note in 2 5 2 2 For the Flight Crew Refer to AIP for alternative Appendix B Circumstances Read back Y AIRBUS Radar RESETTING code mode Getting to grips with Surveillance 12 4 3 7 To request the operation of the IDENT feature 12 4 3 10 To request the termination of transponder or ADS B transmitter operation 12 4 3 11 To request transmission of pressure altitude 12 4 3 13 To request termination of pressure altitude transmission because of faulty operation SQUAWK AND I DENT code STOP TRANSMIT ONLY SQUAWK ADS B ADS B procedures Not defined TRANSMIT ADS B I DENT Note Transponder and ADS B transmitter are coupled on AIRBUS aircraft Activate the IDENT function as in radar coverage STOP TRANSMI SSI ON SQUAWK ONLY ADS B code Note
317. y surveillance OANS triggers the APPROACHING RUNWAY advisory 7 s before the aircraft nose reaches the Runway Area OANS displays the APPROACHING RUNWAY advisory when The aircraft is on ground The ground speed is below 40 kt The aircraft nose is at 7 s from the runway area The APPROACHING RUNWAY advisory is displayed for at least 10 s It is cleared when The aircraft stops or The aircraft nose has been inside the runway area for 2 s or The aircraft has exited the runway area for 7 s or The advisory has been displayed for more than 30 s 5 1 3 OANS INDICATIONS The OANS indications are displayed on ND and are split into three parts The upper banner includes the ground KENNEDY INTL Cie speed and the airport name The airport map is the background of the ND The flight crew can interact with the airport map thanks to the Interactive Control Menu refer to 5 1 4 5 Interactive Control Menu The Soft Control Panel provides several controls e g airport selection activation of new ADB addition of crosses and flags etc Refer to 5 1 4 6 p LATA Soft Control Panel _ CITY NAME E AEEA Figure 5 3 OANS indications _ 5 7 2 5 Runway surveillance AIRBUS Getting to grips with Surveillance vie tee joa AIRCRAFT SYMBOL When OANS is active the aircraft symbol displayed on ND ts magenta instead of yellow Indeed as many indications are displayed in yellow a magenta aircraft symb
318. y visible through the windshield The intermediate part from the freezing level up to the altitude of 40 C contains ice crystals and super cooled water The super cooled water reflects a portion of the radar pulse Ice crystals absorb the remainder of the radar pulse The lower part up to the freezing level is the most reflective part of the thunderstorm due to the heavy rain Radar top The radar or wet top is the highest portion of the thunderstorm the weather radar can detect It separates the intermediate part from the top part of a thunderstorm The visible top is the top of the thunderstorm upper part pA 2 Getting to grips with Surveillance AIRBUS 6 Weather surveillance 6 1 1 3 FREQUENCY BAND As a general physics rule the propagation of a wave is closely linked to its length or frequency wave celeri As a reminder wavelength y wave frequency Higher the frequency shorter the wavelength weaker the propagation The weather radar is optimized to detect rains Therefore the frequency of the radar pulse is approximately 9333 MHz Consequently the weather radar is not able to detect fog light rains or dry clouds In addition the weather radar may not detect weather behind a heavy rain Figure 6 3 gives an idea of Rain PES RE FE SER FET OES TIER Light Moderate Heavy Cloudburst 10 KHz AT PA TONA the rain reflectivity per frequency band It has to be noted that cloudburst rain more than

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