04 ModeS Deployment Airports July2006

8/8/2019 04 ModeS Deployment Airports July2006

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Information Notice for Aircraft Operators,Air Traffic Controllers and Pilots

Mode S Deployment at andaround Airports in Europe

Mode S and Advanced SurfaceMovement Guidance and Control Systems


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Purpose

The purpose of this brochure is to brief Aircraft Operators, Air Traffic Controllers and Pilots

on the essential operational aspects of Mode S and Mode S multilateration at and aroundairports in Europe. This information notice includes a summary of Mode S multilateration in

basic terms without delving into technicalities. The Mode S multilateration system has been

deployed as a solution meeting the surveillance requirements of Advanced Surface Movement

Guidance and Control System (A-SMGCS).

What are we asking from you? 5

Aircraft Operators

Pilots

Why?

How does Mode S multilateration work?

Ground Systems 6

Where will Mode S multilateration be deployed? 7

Flight Crew Awareness 8

Pre-Push back/taxi

After landing

What are the aircraft equipment requirements? 9

Existing requirements

Are there any changes to transponder operating procedures?

Check your Mode S Transponders 9

Reference Material 10

Contacts 10T

eoCes


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SteveHall


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[ Mode S Deployment at Airports in Europe Information Notice ] 5

What are we asking

from you?

Aircraft Operators:

Make sure that the transponder is operating in the ground mode on the airport (otherwise it

may interfere with the approach radar).

Ensure that the Aircraft Identification at Field 7 of the Flight Plan corresponds exactly with

the Mode S Aircraft Identification, to be entered through the FMS or the Transponder Control

Panel, and with the R/T callsign used in flight (see ICAO Doc 8585 - 'Designators for

Aircraft Operating Agencies, Aeronautical Authorities and Services' for details).

Pilots:

Keep the transponder operating when on ground, except when parked on the gate/stand.

Ensure that the Aircraft Identification at Field 7 of the Flight Plan corresponds exactly with

the Mode S Aircraft Identification, to be entered through the FMS or the Transponder Control

Panel, and with the R/T callsign used in flight (see ICAO Doc 8585 - 'Designators for

Aircraft Operating Agencies, Aeronautical Authorities and Services' for details).

Why?

The ICAO Manual of Surface Movement Guidance and Control Systems (SMGCS)

describes how traffic should be controlled on the surface of an airport, based upon the prin-

ciple of see and be seen. It is recognised that the current SMGCS is not capable of deliv-

ering the required sophistication and capacity, particulary on complex airports and under

conditions of reduced visibility. As a result of this A-SMGCS is being developed.

Eurocontrol is focusing on the introduction of improved surveillance and procedures for air

traffic controllers. Mode S multilateration technology provides accurate surveillance and

identification of all aircraft and transponder equipped vehicles on the airport surface.

Controllers see the result on a dedicated display screen, with each aircraft and vehicle secure-

ly tagged with its identification and position. This is also useful for the controllers in good

visibility, particulary when multiple aircraft with similar colour schemes are manoeuvring in

close proximity to one another (e.g. in a holding bay).

The Mode S Aircraft Identification feature enables ATC systems to correlate stored flight

plan data with the correct aircraft on surveillance displays. Without the Mode S Aircraft

Identification feature, this process relies upon discrete SSR Mode A codes. Consequently,by using the Mode S Aircraft Identification feature, SSR Mode A codes, of which there are

only 4,096, can be released for other uses.


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[ Mode S Deployment at Airports in Europe Information Notice ]6

The multilateration system uses multiple receivers to capture the squitter transmitted from

the Mode S transponder. Then, by comparing the time difference, the system calculates theposition. For aircraft the system will get the identity by selectively interrogating the transpon-

der to receive the assigned Mode A code and the Aircraft Identification (i.e. The ICAO 3-letter

designator and flight number) inserted in the FMS or Transponder Control Panel.

How does Mode S

multilateration work?

Ground Systems

The ground systems consists of a number of Receiver units, Receiver/Transmitter units, a

Reference Transponder (all non-rotating sensors) and a Central Processing Station. The num-

ber of Receiver and Receiver/transmitter units vary depending of the size and layout of the

aerodrome.

For transponder equipped vehicles

the system will get the identity

by the unique Mode S address

transmitted by the transponder.

The system normally uses three

or more receivers to calculate

the position of the aircraft or

transponder equipped vehicle.

These are examples of Ground Model Systems

SensisCorporation

FRAPORT

FRAPORT

SensisCorporation

Thales


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Where will Mode S

multilateration be deployed?

Mode S Multilateration systems will initially be introduced at Amsterdam, Brussels,

Copenhagen, Frankfurt, Geneva, London Heathrow, Milan (Malpensa), Milan (Linate), Paris

Charles de Gaulle, Paris Orly, Prague, Rome (Fiumicino), Vienna and Zurich Airports.

(Purple dots)

Further implementation is foreseen at airports such as Palma De Majorca and Madrid.

(Yellow dots)

Widespread implementation within the USA is also planned.


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Pre-Push back/taxi

The pilot will be requested to enter a Mode A code at start up. This code will be either a

discrete code or the non-discrete code 1000. Whenever the aircraft is capable of reporting

Aircraft Identification, the Aircrafts Identification, exactly as it appears in Field 7 of the

flight plan, is also to be entered through the FMS or the Transponder Control Panel. Flight

crew must use the 3-letter ICAO designator of the operator, followed by flight identification

number (e.g. BAW123, AFR456, SAS945).

The ATC system will make the correlation with theflight plan either from the discrete code or from

the Aircraft Identification entered through the

FMS or the Transponder Control Panel.

Pilots should ensure that the transponder is operat-

ing (i.e. XPNDR or the equivalent according to

specific installation, AUTO if available, not OFF

or STBY) and the assigned Mode A code selected

from the request for push back or taxi which-ever is earlier.

After landing

Pilots should ensure that the transpon-

der is operating (i.e. XPNDR or theequivalent according to specific instal-

lation, AUTO if available, not OFF or

STBY) after landing continuously

until the aircraft is fully parked on

stand.

Flight crew awareness

SteveHall

STBY

ALT

OFFTA / RA

XPNDR TA ONLY

TCAS (TA/RA or TA ONLY) should normally be selected

at the holding position/point. After landing and vacating the

runway, TCAS should normally be deselected.


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Existing requirements

Most aircraft are already equipped with Mode S transponders for the purposes of ACAS.

Also, from 31 March 2007, all aircraft flying IFR in the core area need to be suitably

equipped in accordance with the planned implementation of Mode S Surveillance.

Requirements relating to the ground operation of Mode S transponders were included in

ICAO Annex 10, Vol. IV more than ten years ago. The latest version (Amendment 77 appli-

cable from 28th of November 2002) states that when the transponder is switched on and not

in the stand-by mode and in the on-the-ground status, only replies to all call transmissions

shall be inhibited (used for aquisition by Mode S Radars). This status requirement is nor-

mally fulfilled automatically through a nose wheel weight switch.

Are there any changes to transponder operating procedures?

No, except that the transponder needs to remain operating on the ground with on-the-ground

status, otherwise the multilateration system cannot determine the position and identity of theaircraft.

The Mode S transponder must be compliant with JAA Technical Standard Order JTSO-

2C112a, or an equivalent standard that is compliant with the relevant ICAO SARPS and

which is acceptable to the certification authority. For the purpose of IFR/GAT flights, exist-

ing SSR mode-A/C transponders must be replaced by Mode S transponders with effect from

31 March 2007, unlesss exempted for a specific purpose.

Full details of transponder compliancy requirements can be obtained from the Eurocontrol

Mode S website at: www.eurocontrol.int/msa

What are the aircraft

equipment requirements?

Check your Mode S

Transponders



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Reference Material

Contacts

ICAO Regional Supplementary Procedures, DOC 7030/4

ICAO Annex 10, Volume III, Amendment 77

ICAO Annex 10, volume IV, Amendment 77

Airport Operations Programme Contact

Paul ADAMSON

A-SMGCS Project Manager

EUROCONTROL

Directorate ATM Programmes

Airport Throughput Business DivisionTel: +32 2 729 3308

Fax: +32 2 729 9193

e-mail: [email protected]

Mode S Programme Contact

John LAW

Mode S & ACAS Programme ManagerEUROCONTROL

Directorate ATM Programmes

Sector Productivity Business Division

Tel: +32 2 729 3766

Fax: +32 2 729 9086

e-mail: [email protected]


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EATM (European Air Traffic Management) programme is a European-wide ATM Performance

enhancement programme managed by the EUROCONTROL Agency on behalf of EURO-

CONTROL Member States and other participating States. Its aim is to create a uniform

EUROPEAN ATM environment, to ensure high levels of Safety and to enhance the Capacity

as well as the overall performance of the European ATM system over time in the support ofthe implementation of the EUROCONTROL ATM Strategy for the years 2000+.

SteveHall


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Published by:

EUROCONTROL

General Secretariat Directorate

96, rue de la Fuse

B - 1130 Brussels Belgium

For more information, contact

EUROCONTROL

Mode S & ACAS Programme

[email protected]

A-SMGCS Project

[email protected]

or visit

Mode S & ACAS Programmewww.eurocontrol.int/msa

ASMGCS Project

www.eurocontrol.int/airports

04 ModeS Deployment Airports July2006

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