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Transponder Brief

Transponder Brief. September 18, 2010. Agenda. Development History TCAS/PCAS? Care and feeding of Transponders. Development History. Early history << Current state of the art The Future. Early History. IFR- can’t see airplanes so how do you keep them separate?

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Transponder Brief

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  1. Transponder Brief September 18, 2010

  2. Agenda • Development History • TCAS/PCAS? • Care and feeding of Transponders

  3. Development History • Early history << • Current state of the art • The Future

  4. Early History • IFR- can’t see airplanes so how do you keep them separate? • First system was procedural: • Structured routes • Precise Altitudes and speeds • ETAs at waypoints • Radio communication to give time/altitude/position instructions to maintain separation • Problems: • Very difficult • Slow • Not very efficient

  5. Then came World War II • Radar developed to detect airplanes • Quickly realized it is hard to tell “blips” apart • IFF (Identify Friend Foe) developed • When radar hit IFF it returned a secret code • Showed as specific “friendly” on radar screen • After the war Radar used for civilian ATC in central areas • IFF adapted to “SSR” (Secondary Surveillance Radar) system

  6. ATC Radar Evolves • SSR teams with primary radar • Mode A Transponder sends 1 of 4096 codes back, shows as “slashes” on radar • Mode A has “Ident” function that highlights a specific target • No Altitude information>> Mode C adds that • Digital overlay links code to flight plan data • Other users use transponder returns to provide collision avoidance (TCAS, PCAS) • Mode S to solve some limitations with Mode C

  7. Technical Development • Early history • Current state of the art <<< • The Future

  8. Current “State of the Art” • Primary radar with digital SSR overlay • Collision detection software • TCAS in all aircraft >9 seats • PCAS in various forms • Mode S mandatory in Europe • No plan for Mode S in Canada/US

  9. Technical Development • Early history • Current state of the art • The Future <<<

  10. The Future: ADS-B • ADS-B (Automatic Dependent Surveillance-Broadcast) • GPS based • Aircraft knows its position, speed, track and altitude • Transmits to ground station and other aircraft • Gives ATC a “radar” type picture • Gives other aircraft traffic information US Adoption starts 2020 in Class A, B and C airspace

  11. ADS-B

  12. ADS-B Advantages - no ground radar required - accuracy independent of range - allows data sharing - better use of high level airspace - significant advantages on surface and remote in regions Disadvantages - needs CERTIFIED GPS - multiple standards, no international consensus yet - slow adoption - expensive

  13. Alphabet Soup • 1090ES (Extended Squirter) - ADS-B Data out put • TIS-B (Traffic information Service- Broadcast) - all ground information consolidated and rebroadcast on UAT and 1090 MHz links • FIS-B (Flight information Service- Broadcast) - all ground weather and aeronautical data consolidated and rebroadcast on UAT and 1090 MHz links • UAT (Universal Access Transceiver) - low cost TIS-B/FIS-B, < 24,000 feet, translates the 1090 MHz information • ADS-B out - is the ability to send ADS-B data • ADS-B in - is the ability to send ADS-B data • 1090ES - “physical layer” for US ADS-B Data output • FLARM - glider centered anti collision system,

  14. Mode S • 4096 codes restrictive, Mode S gives 24 bit code • Individual aircraft codes • Gives data in/out capability • Not scheduled for adoption in Canada

  15. Agenda • Development History • TCAS/PCAS?<< • Care and feeding of Transponders

  16. Why TCAS? (Traffic Collision Avoidance System) Aeromexico 498, August 31, 1978 DC-9 vs Piper Archer PSA 182, Sept 25, 1978 B-727 vs C-172

  17. TCAS • What it looks like to airliner aircrew: • What it means: • 1) relative traffic positions 1) RA pitch region to avoid • 2) mode information 2) RA vertical Speed to avoid • 3) Traffic off map 3) Vertical speed pointer • 4) distance, altitude, climb/descent only >> Red not enough • 5) Range Arcs >> enough to miss • 6) TCAS 3 Mile ring

  18. TCAS Display more detail: TCAS 1 only TAs >>> Mandatory on aircraft 10 seats or more TCAS 2 RA and TA >>> Mandatory more then 30 seats or 15,000 kg MTOW

  19. Audible Alerts

  20. PCAS “Portable Collision Avoidance System” “Poor mans TCAS”

  21. Flying with a PCAS PCAS will display traffic to lookout for Will track only 1 target at a time based on an algorithm Only “sees” traffic with interrogated transponder Only gives altitude for traffic with Mode C transponder Senses range by signal strength algorithm

  22. PCAS Information Range (slant in nautical miles) Difference in altitude +/- in 100’s of feet Target vertical trend (up or down) 2 Beeps for Advisory, 4 beets for Alert

  23. Agenda • Development History • TCAS/PCAS? • Care and feeding of Transponders<<

  24. Care and Feeding Batteries & Chargers $50 Firework Option Turning on & Setup Further Checks Flying with Transponder Flying with PCAS ATC Instructions & Traffic Turning off

  25. Batteries and Chargers Each aircraft with a transponder will have 2 batteries Each airplane will get a new weight and balance report after the installation of the instruments and batteries John Brennan is leading a project to re-do our charging system to add more capacity

  26. $50 Fireworks Smells bad Not overly flashy Facial expression - priceless

  27. Turning on & Setup Transponder: Transponder Master - On LCD Screen should turn on Squawk 1200 (press VFR button if needed) Mode Knob to ALT PCAS: Press the top left button

  28. Further Checks (Optional) Set your altimeter to Standard Pressure 29.92 inHg Verify the Altimeter in 100’s of feet matches the Flight level altitude on the Transponder approximately +/- 2 PCAS reported value for FL should also match

  29. Flying with a Transponder Transponder may be left alone during flight unless you are asked to change something by ATC You should not turn off the transponder or take it out of ALT mode in flight

  30. ATC Instructions (Optional) Waterloo Tower, Glider GSXN Glider SXN, Waterloo SXN is squawking 1200 7 nm south east by the 401 northbound currently at 5500 on a local out of Rockton. I would like to cross the edge of your zone. • SXN squawk IDENT • (Press IDT button) SXN squawk IDENT • SXN squawk 0234 • (Dial in 0234) SXN squawking 0234 • SXN you are radar identified 6.0 nm south west at 5200. You are cleared through the Waterloo Control Zone, remain VFR at all times. Report leaving the control zone. • {…} • SXN has departed your zone to the north

  31. ATC Traffic (Optional) SXN traffic at your 2 O’Clock 2 miles 2400 unverified. SXN has the traffic SXN further traffic at your 11 O’Clock for 4 miles 5000 higher a Cessna practicing procedure holds’ SXN is looking for the traffic {…} Waterloo, SXN has the traffic

  32. Turning Off Turn off the Transponder Master At the end of the day, Charge the battery

  33. Codes • 1200 VFR at/ below 12,500’ • 1400 VFR above 12,500’ • 1100 IFR • 7600 Communication failure • 7700 Emergency

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