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JAA CNS/ATM Steering Group Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Pp033

JAA CNS/ATM Steering Group Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Pp033. JAA OST 30/11/2005 Hoofddorp Pierre GAYRAUD. CNS/ATM Steering Group Pp033. The JAA CNS/ATM Steering Group

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JAA CNS/ATM Steering Group Advanced Surface Movement Guidance and Control Systems (A-SMGCS) Pp033

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  1. JAA CNS/ATM Steering GroupAdvanced Surface Movement Guidance and Control Systems (A-SMGCS)Pp033 JAA OST 30/11/2005 Hoofddorp Pierre GAYRAUD Aerospace

  2. CNS/ATM Steering Group Pp033 • The JAA CNS/ATM Steering Group • Maintains a Position Paper (Pp033) on Advanced Surface Movement, Guidance and Control Systems (A-SMGCS) • To provide an overview of the status of Advanced Surface Movement, Guidance and Control Systems (A-SMGCS) regulation, operational plans and trials • The objective is to identify actions to be conducted by the group • SMGCS • SMGCS shall be provided at each aerodrome (ICAO Annex 14) • ICAO Current SMGCS Manual issued in 1986 • ICAO A-SMGCS Manual • Published late 2004 • Derived from the work performed by the European Air Navigation Planning Group (EANPG) from ICAO EUR • Four basic functions are defined: Surveillance, Control, Routing, Guidance • Significant benefits in safety, throughput & efficiency Aerospace

  3. A-SMGCS functions • Four A-SMGC levels identified • Efforts are currently on levels I and II • Level I introduces comprehensive surveillance means for surface operations Some airports in Europe have already implemented surveillance based on Mode S multilateration • Level II: alerts (runway incursions, conflicts) will be provided to the controller (definition is on-going) Normally levels I and II do not impact aircraft except on-board Mode S transponder management by the crew on Airports where multilateration is in use • Levels III and IV • Longer-term activities • Will involve specific airborne systems • Level III: • Controller route planning tools • Aircraft: Airport dynamic map with runway status • Level IV: aircraft: routes on the screen To be Confirmed Aerospace

  4. Multilateration • Multilateration on Mode S • Principle: multilateration use the Time-Difference Of Arrival on 1090 MHz of aircraft transmissions received by multiple 1090 MHz receivers on the ground • A number of Airports are already equipped in Europe and there are plans for new installations • In a Mode S environment Aircraft (Mode S transponders) on the ground transmit: • Acquisition squitters (DF11) every 1 s • Replies to Mode S selective interrogations by radars and multilateration systems • Optionally Extended squitters • Contrary to Mode A/C, Mode S has been designed to operate properly on the ground: when on the ground ICAO Annex 10 requires the Mode S transponders not to answer to Mode S all-call or Mode A/C radar interrogationsThey answer only to Selective interrogations • Multilateration systems use selective interrogations to get the Mode A code(Acquisition Squitters provide only the 24-bit aircraft address) Aerospace

  5. Mode S use on the ground • Mode S operation on the ground • In order to benefit from the above features Mode S transponders shall be • Activated (SPDR or Auto if available) before the aircraft leaves the stand on departure(with Mode A code and Aircraft ID set) • Deactivated (STBY) after the aircraft reaches the stand on arrival • Remark • TCAS has to be switched off on the ground. If not, the number of interrogations on the SSR frequencies could rise to unacceptable levels, compromising the performance of the SSR system (Airborne TCAS, SSR and A-SMGCS). Aerospace

  6. On-going actions • EUROCONTROL has developed in coordination with Airports, IATA, IFALPA, IFATCA and FAA a procedure • An harmonized AIC and AIP text has been agreed • It is already used in Europe and outside by some airlines • Coordination continues Aerospace

  7. Issue • There are plans to introduce the corresponding requirements in the EUR section of the ICAO document “Regional Supplementary Procedures” (Doc. 7030). • During the last meeting of the CNS/ATM Steering Group some members have outlined the fact that it is very difficult to train crews for different procedures on the ground according they are in Europe or outside Europe • As a consequence they recommended a worldwide regulation for the use of Mode S transponders on the ground (Eurocontrol agrees) Aerospace

  8. Possible solution • Possible solution • PANS-OPS (Doc 8168 Vol. I) contains a part (Part VIII ) on the use of transponders • The rules for the use on the ground could be added in this section Aerospace

  9. Conclusion It should be recommended to implement a worldwide regulation concerning the use of Mode S transponders on the ground Aerospace

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