Get Step by step directions on using your IFR6000 with ADS-B Integrity Software

Transcription

1 The most important thing we build is trust ADVANCED ELECTRONIC SOLUTIONS AVIATION SERVICES COMMUNICATIONS AND CONNECTIVITY MISSION SYSTEMS Get Step by step directions on using your IFR6000 with ADS-B Integrity Software

2 ADS-B Out ADS-B Extended Squitter Types 5

3 Testing 1090 ADS-B Out Testing a 1090 ADS-B Out Installation General guidance only Installers must satisfy themselves that the installation is compliant with all appropriate standards, regulations etc

4 SETUP XPDR Screen SETUP- XPDR ANTENNA: BOTTOM RF PORT:ANTENNA ANT RANGE ANT HEIGHT TOP: 50.0 FT 10.0 FT BOTTOM: 50.0 FT 0.0 FT ANT CABLE LEN: 6 FT ANT GAIN (dbi) ANT CABLE LOSS: 1.8 db GHz: 7.5 COUPLER LOSS: 0.8 db 1.03 GHz: 7.1 UUT ADDRESS:AUTO 1.09 GHz: 6.1 MANUAL AA: PWR LIM: FAR 43 DIV :ON RAD47: OFF CHECK CAP: YES ADSB SETUP PREV PARAM NEXT PARAM DIAG DATA 7

5 SETUP ADS-B Screen SETUP- ADS- B POS DECODE:GLOBAL LAT : N LONG : E BARO PRES ALT: 0ft ADS-B GEN : DF17 ADS-B MON : DF17 GICB : DF20 DATA PREV PARAM NEXT PARAM RETURN 8

6 BDS Registers Tested with 6000 ADS-B Mon BDS 0,5 BDS 0,6 BDS 0,8 BDS 0,9 BDS 0,A BDS 6,1 BDS 6,2 BDS 6,5 DF17/18/19 ADS-B Gen BDS 0,5 BDS 0,6 BDS 0,8 BDS 0,9 BDS 0,A BDS 6,1 BDS 6,2 BDS 6,5 DF17/18/19 GICB UF20/21 BDS 0,5 BDS 0,6 BDS 0,7 BDS 0,8 BDS 0,9 BDS 6,0 BDS 6,1 BDS 6,2 BDS 6,5 BDS 1,0 BDS 1,7 BDS 1,8 BDS 1,9 BDS 1,A BDS 1,B BDS 1,C BDS 2,0 BDS 2,1 BDS 3,0 BDS 4,0 BDS 4,1 BDS 4,2 BDS 4,3 BDS 5,0 9

7 ADS-B/GICB/UAT Screen ADS- B/GICB/UAT MAIN ADSB MON ADSB GEN GICB ADV CIRC UAT 10

8 ADS-B MON List Screen ADS- B MON DF17 1 0,5 AIRBORNE POS - AVAIL 2 0,6 SURFACE POS - NO SQTR 3 0,8 IDENT & CAT - AVAIL 4 0,9 AIRBORNE VEL - AVAIL 5 6,1 A/C STATUS ST1 - AVAIL 6 6,1 A/C STATUS ST2 - AVAIL 7 6,2 TSS SUBTYPE 0 - NO SQTR 8 6,2 TSS SUBTYPE 1 - NO SQTR 9 6,5 A/C OP STATUS AIR - AVAIL 10 6,5 A/C OP STATUS SUR - NO SQTR 11 0,A MSG - NOT CAP If squitter status does not automatically populate the ADS-B monitor screen, then check notes page for setup screen, regarding transponders that do not have automatic on ground determination, to advise manual setting of aircraft address. BDS DATA RETURN 11

9 Preliminary Actions Check BDS 6,5 MON BDS 6,5 AIR AVAIL BDS=6,5 A/C OP STATUS TYPE=31 DF17 AA= COUNT=11 ME=F82AAA2AAA4AAF PERIOD=1.57 s SUBTYPE=0-AIR VERSION=2-DO-260B CC FMT =2AAA ARV=1 TS=0 1090=0 UAT=1 TC=2 ADSR=0 TCAS OP=1 OM FMT= 0 SDA=0 SAF=0 ATC=1 RA=1 ID= NO NIC BARO=1 HRZ REF=MAG NORTH NIC- A=0 GVA=2 N IC-BARO= 1 SIL SUP=1 SIL=2 NACP=10-EPU < ADSR(56)=1 PREV NEXT RETURN Prior to carrying out testing, it is important when validating an ADS-B installation to know what standard the transponder is: RTCA/DO-260 (TSO-166) RTCA/DO-260A (TSO-166A) RTCA/DO-260B (TSO-166B) If the Aircraft is in the airborne state, then running the MON BDS 6,5 AIR test will provide the ADS-B Version Number. If the aircraft is in the ground state, then the MON BDS 6,5 SUR test may be run to display the same version information. Some important points to observe, when carrying out validation checks on ADS-B equipment: The aircraft GPS needs a clear view of the sky/gps constellation to generate a good Horizontal Protection Limits (HPL)/NUC/NIC value. Normally the testing results inside a hangar are not acceptable due to satellite blocking and multipath. A GNSS simulator such as the GPSG-1000 is a cost effective alternative to using the live constellation. 12

10 Verify Aircraft Parameters BDS 0,8 MON BDS 0,8 AVAIL BDS=0, 8 IDENT & CAT DF1 7 AA=3AC42 1 ME=236103B3D35C71 AIS= 6103B3D35672 FLIGHT ID =XPN34512 EMIT CAT SET =A EMIT CAT= LARGE TYPE=4 COUNT=1000 P ERIOD=10.00 s Flight ID: Normally set by the crew using an entry panel or FMS interface The crew must set the Flight ID to match EXACTLY the flight plan field 7 Callsign In some installations, the Flight ID can be preprogrammed, to the registration however, always verify the flight ID is reported correctly. DO NOT enter the 24 bit aircraft address into the aircraft Flight ID field. 24 bit aircraft address : Check 24 bit aircraft address as allocated by Aviation Authority PREV NEXT RETURN Emitter category : Check emitter category set and type are appropriate for the aircraft. 13

11 Squitter Rates DO-260B Squitter Type DF BDS Air Status Ground Status Info High Rate Normal Rate High Rate Low Rate * * (A/C not moving) Acquisition 11 N/A sec sec sec TCAS Acquisition Airborne Position 17 0, sec Not Transmitted Not Transmitted Surface Position 17 0, sec * Up to 60 sec sec sec * Requested Aircraft Identification 17 0, sec sec sec Airborne Velocity 17 0, sec Not Transmitted Not Transmitted Target State & Status DO-260A Only 17 6, sec Not Transmitted Not Transmitted Event Driven 17 0,A 2 per sec max Emergency/ TCAS RA Mode A Code Change NIC, NAC, SIL Change Aircraft Status 17 6, sec sec Refer to DO-260B Tables R2-R6 for transmission durations after above parameter status changes Aircraft Operational Status 17 6, sec sec 14

12 GPS Accuracy & Reported Accuracy GPS accuracy is dependent on a number of factors such as : The User Equivalent Range Errors (UERE) including Ionospheric effects, Ephemeris errors, satellite clock errors, multipath etc; and Satellite geometry The accuracy is a function of HDOP * UERE where HDOP is the Horizontal Dilution of Precision, a measure of the position accuracy degradation due to satellite geometry. Typical GPS errors (95%) are as follows depending on the number and geometry of satellites received : GPS system with SA activated ± 100 Metres (no longer relevant because SA is deactivated) GPS system with SA deactivated ± 15 Metres SBAS augmented GPS ± 1-3 Metres Reported Accuracy & Integrity For GPS receivers which are not SA aware, the accuracy and integrity REPORTED which are then used in ADS-B messages, is based on an ASSUMED value of UERE, corresponding to the period when SA was active. This value is grossly larger than the accuracy of the positional data delivered now that SA is inactive. For SA OFF/SA aware receivers, some report accuracy and integrity values based on the assumed UERE in the SA inactive environment and some determine the UERE from the GPS message contents. Thus SA aware systems report more realistic accuracy and integrity values. 15

13 ARINC 743A GPS Output Data DO-229D 16

14 ADS-B Accuracy & Integrity Reporting GPS accuracy is reported by GPS receivers in a parameter called Horizontal Figure of Merit (HFOM) GPS integrity is reported by GPS receivers in a parameter called Horizontal Protection Limit (HPL) The reported accuracy and integrity are further modified by ADS-B Transponders in the DO-260, DO-260A & DO-260B encoding process, resulting in NAC, NIC & NUC DO260A & DO260B Accuracy: Navigation Accuracy Category (NAC) DO260A & DO260B Integrity: Navigation Integrity Category (NIC) DO260 Integrity: Navigation Uncertainty Category (NUC) Accuracy is not reported in DO

15 The NACp - NIC Relationship NACp EPU < NIC Rc for Same NACp & NIC Values 18

16 GPS Type - Accuracy & Integrity Reporting GPS Type DO-260 DO-260A/B SA aware GPS (airborne) SA aware GPS (surface) SA ON GPS (Airborne) Same actual accuracy as SA aware GPS SA ON GPS (Surface) Same actual accuracy as SA aware GPS NUC value reports integrity based on HPL data. Accuracy values can be inferred from the HPL data, in particular that 95% accuracy is <HPL/4 If integrity > 182 metres, then transponder reports that integrity is unknown. This is not frequent for SA aware GPS. NUC value reports integrity. NUC is based on HPL, which is reported unrealistically high because SA ON receiver assumes that selective availability is still ON. If aircraft is on ground and integrity > 182 metres, then transponder reports that integrity is unknown. This is often the case with SA ON GPS avionics NAC value reports accuracy which closely matches actual accuracy. SA aware receiver uses realistic UERE If integrity > 182 metres (1,111 metres in DO260B), then transponder reports that integrity is unknown. This is not frequent for SA aware GPS. NAC value reports accuracy much worse than reality, because SA ON receiver assumes that selective availability is still ON. It assumes an unrealistically large UERE If integrity > 182 metres (1,111 metres in DO260B), then transponder reports that integrity is unknown. For DO260A, this often the case with SA ON GPS avionics, but much less frequent with DO260B avionics. 19

17 Determining DO-260 NUCp Surface Position MON BDS 0,6 AVAIL BDS=0,6 SURFACE POS TYPE=5 DF17 AA=3AC421 COUNT=1000 ME= PERIOD=0.50 S LAT= N LONG= W MOVMENT= 0 kts T=N/UTC HDG=230 deg POS=GLOBAL N IC= - Rc= - If the aircraft is transmitting SURFACE squitters (i.e. WOW switch is active), then generally the type code needs to be 5, 6 or 7. Type Code may be used in the table shown below to determine NUC A NUC=6 is unusable. It is normal for NUC to change, as the received satellite geometry changes. SA ON GPS units (receivers that assume that SA is always on), sometimes generate Rc>185 metres and hence a surface squitter with NUC=6 can be transmitted even for good installations. PREV NEXT RETURN Lat, Long, Hdg & Movement are directly displayed Type Code BDS Horizontal Containment Radius Limit (Rc) NUCp 5 Rc <7.5 m NUC=9 6 BDS 0,6 Rc <25 m NUC=8 7 Surface Rc <185.2 m (0.1 NM) NUC=7 Position 8 Rc> m (0.1 NM) or unknown NUC=6 20

18 Determining DO-260 NUCp Airborne Position MON BDS 0,5 AVAIL BDS=0,5 AIRBORNE POS TYPE=11 DF17 AA=3AC421 COUNT=1000 ME= PERIOD=0. 5 0S LAT= N LONG= W POS=GLOBAL NIC-B=1 T=N/UTC SURVEILLANCE STATUS = NO INFO BARO PRES ALT= ft GNSS ALT = - N IC= - Rc= - Type Code may be used in the table shown on the next slide to determine NUC. Generally, Type Code needs to be 9 14 A good installation needs to transmit a NUC of at least 5, 6 or 7. A NUC=0 is unusable. If you are seeing NUC= 3-4 then something is probably wrong because real HPLs do not get this low.. PREV NEXT RETURN 21

19 Determining DO-260 NUCp Airborne Position Type Code BDS Horizontal Protection Limit HPL 95% Containment Radius On Horizontal (u) Position Error NUCp Frequency of Type Code Useable by ATC 9 HPL < 7.5 m u <3 m NUC=9 Rare 10 HPL < 25 m 3 m u <10 m NUC=8 Common m HPL < m (0.1NM) m ( 0.1 NM) HPL < m (0.2 NM) 13 BDS 0, m (0.2 NM) HPL Airborne < 926 m (0.5 NM) Position m (0.5 NM) HPL < 1852 m (1.0 NM) m (1.0 NM) HPL < 3704 m (2.0 NM) km (2.0 NM) HPL < km (10 NM) km (10 NM) HPL < km (20 NM) 10 m u <92.6 m (0.05 NM) 92.6 m (0.05 NM) u <185.2 m (0.1 NM) m (0.1 NM) u <463 m (0.25 NM) 463 m (0.25 NM) u <926 m (0.5 NM) 926 m (0.5 NM) u <1.852 km (1.0 NM) km (1.0 NM) u <9.26 km (5.0 NM) 9.26 km (5.0 NM) u <18.52 km (10.0 NM) NUC=7 NUC=6 NUC=5 NUC=4 NUC=3 NUC=2 NUC=1 Common Common Less Common Infrequent Unlikely 18 HPL > km(20 NM) km (10.0 NM) u NUC=0 Not Usable Yes No 22

20 Determining DO-260A/B NIC Surface Position MON BDS 0,6 AVAIL BDS=0,6 SURFACE POS DF17 AA=3AC421 ME=301D B4 LAT= N MOVMENT= STOPPED HDG=230 deg NIC= 10 Rc= <25m TYPE=6 COUNT=1000 PERIOD=0.50 s LONG= W T=N/UTC POS=GLOBAL If the aircraft is transmitting SURFACE squitters (i.e. WOW switch is active), then generally the type code needs to be 5, 6 or 7. Type Code may be used in the tables shown on the next slide to show full details i.e. NIC Supplement. Note: The tables shown are for where a Barometric Altitude Source is used. NIC and Rc are directly displayed. NIC should be 11-8 for DO-260A Transponders and 11-6 for DO-260B transponders PREV NEXT RETURN In both DO-260A and DO-260B, NIC=0 is unusable. It is normal for NIC to change, as the received satellite geometry changes. Lat, Long, Hdg & Movement are directly displayed 23

21 Determining DO-260A/B NIC Surface Position Type Code 5 BDS DO-260A Horizontal Containment Radius Limit (Rc) NIC Supplement NIC Rc <7.5 m 0 NIC=11 6 BDS 0,6 Surface Rc <25 m Rc <75 m 0 1 NIC=10 NIC=9 7 Position Rc <0.1 NM ( m) 0 NIC=8 8 Rc >0.1 NM ( m) or unknown 0 NIC=0 Type Code 5 BDS DO-260B Horizontal Containment Radius Limit (Rc) NIC Supplement A B C NIC Rc <7.5 m 0-0 NIC=11 6 Rc <25 m 0-0 NIC=10 7 BDS 0,6 Surface Position Rc <75 m 1-0 NIC=9 Rc <0.1 NM ( m) 0-0 NIC=8 Rc <0.2 NM (370.4 m) 1-1 NIC=7 8 Rc <0.3 NM (555.6 m) 1-0 Rc <0.6 NM ( m) 0-1 NIC=6 Rc >0.6 NM ( m) or unknown 0-0 NIC=0 24

22 Determining DO-260A/B NIC Airborne Position MON BDS 0,5 AVAIL BDS=0,5 AIRBORNE POS TYPE=11 DF17 AA=3AC421 COUNT=1000 ME=583784AE82E82ECDC PERIOD=0. 5 0S LAT: N LONG: W POS=GLOBAL NIC-B=1 T=N/UTC SURVEILLANCE STATUS = NO INFO BARO PRES ALT= ft GNSS ALT = N/A NIC= 7 Rc= <0.2nm (370.4m) Type Code may be used in the table shown on the next slide to show full details i.e. NIC Supplement NIC and Rc are directly displayed. NIC should be 11-8 for DO-260A Transponders and 11-6 for DO-260B Transponders In both DO-260A and DO-260B, NIC=0 is unusable. It is normal for NIC to change, as the received satellite geometry changes. Lat, Long, Hdg & Movement are directly displayed PREV NEXT RETURN 25

23 Determining DO-260A NIC Airborne Position Type Code BDS Horizontal Containment Radius Limit (Rc) NIC Supplement NIC Frequency of Type Code Useable by ATC 9 Rc <7.5 m & VPL < 11 m NIC=11 Rare 10 Rc <25 m & VPL < 37.5 m NIC=10 Common Rc <75 m & VPL < 112 m NIC=9 Common 11 Rc <0.1 NM ( m) NIC=8 Common 12 Rc <0.2 NM (370.4 m) NIC=7 Common 13 BDS 0,5 Airborne Position Rc <0. 6 NM ( m) Rc <0.5 NM (925.6 m) NIC=6 Less Common 14 Rc <1.0 NM (1852 m) NIC=5 Infrequent 15 Rc <2 NM (3.704 km) NIC=4 16 Rc <4 NM (7.408 km) NIC=3 Rc <8 NM ( km) NIC=2 17 Rc <20 NM (37.04 km) NIC=1 Unlikely 18 Rc>20 NM (37.04 km) or unknown NIC=0 Unusable Yes No 26

24 Determining DO-260B NIC Airborne Position Type Code BDS Horizontal Containment Radius Limit (Rc) NIC Supplement A B C NIC Frequency of Type Code Useable by ATC 9 Rc <7.5 m NIC=11 Rare 10 Rc <25 m NIC=10 Common Rc <75 m NIC=9 Common 11 Rc <0.1 NM ( m) NIC=8 Common 12 Rc <0.2 NM (370.4 m) NIC=7 Common 13 BDS 0,5 Airborne Position Rc <0.3 NM (555.6 m) NIC=6 Rc <0.5 NM (925.6 m) Rc <0.6 NM ( m) Less Common 14 Rc <1.0 NM (1852 m) NIC=5 Infrequent Yes 15 Rc <2 NM (3.704 km) NIC=4 16 Rc <4 NM (7.408 km) NIC=3 Unlikely Rc <8 NM ( km) NIC=2 17 Rc <20 NM (37.04 km) NIC=1 18 Rc>20 NM (37.04 km) or unknown NIC=0 Unusable No 27

25 Determining DO-260A/B NACp SV Quality Position MON BDS 6,5 AIR AVAIL BDS=6,5 A/C OP STATUS TYPE=31 DF17 AA= COUNT=11 ME=F82AAA2AAA4AAF PERIOD=1.57 s SUBTYPE=0-AIR VERSION=2-DO-260B CC FMT =2AAA ARV=1 TS=0 1090=0 UAT=1 TC=2 ADSR=0 TCAS OP=1 OM FMT= 0 SDA=0 SAF=0 ATC=1 RA=1 ID= NO HRZ REF=MAG NORTH NIC- A=0 GVA=2 N IC-BARO= 1 SIL SUP=1 SIL=2 NACP=8 (EPU <92.6 m) ADSR(56)=1 NACP Displays the SV (Satellite Vehicle) quality.. EPU (Estimated Position Uncertainty). For NACP=9, A, B VEPU Vertical Estimated Position Uncertainty is also displayed The NACP should be 5 11 Note: There is no equivalent of NACP within DO-260 BDS 6,5 (Type 31 messages) reports NACP In DO-260A transponders, BDS 6,2 (Type 29 messages), also report NACP. PREV NEXT RETURN Refer to the next slide for the NACP table. 28

26 Determining DO-260A/B NACp SV Quality Position NACp 95% Horizontal Accuracy Bounds EPU Comment B EPU <3 m LAAS Used By ATC A EPU <10 m WAAS 9 EPU <30 m GPS (with SA OFF) 8 EPU <92.6 m (0.05 NM) GPS (with SA ON) Yes 7 EPU <185.2m (0.1 NM) RNP-0.1 accuracy 6 EPU <555.6 m (0.3 NM) RNP-0.3 accuracy 5 EPU <926 m (0.5 NM) RNP-0.5 accuracy 4 EPU <1852 m (1 NM) RNP-1 accuracy 3 EPU <3.704 km (2 NM) RNP-2 accuracy 2 EPU < km (4 NM) RNP-4 accuracy No 1 EPU <18.52 km (10 NM) RNP-10 accuracy 0 EPU km ( 10 NM) Unknown Accuracy 29

27 Determining DO-260A/B SIL SV Quality Position MON BDS 6,5 AIR AVAIL BDS=6,5 A/C OP STATUS TYPE=31 DF17 AA= COUNT=11 ME=F82AAA2AAA4AAF PERIOD=1.57 s SUBTYPE=0-AIR VERSION=2-DO-260B CC FMT =2AAA ARV=1 TS=0 1090=0 UAT=1 TC=2 ADSR=0 TCAS OP=1 OM FMT= 0 SDA=0 SAF=0 ATC=1 RA=1 ID= NO NIC BARO=1 HRZ REF=MAG NORTH NIC- A=0 GVA=2 N IC-BARO= 1 SIL SUP=1 SIL=2 NACP=8 (EPU <92.6 m) ADSR(56)=1 SIL displays the Source Integrity Level. BDS 6,5 (Type 31 messages) reports SIL. In DO-260A transponders, BDS 6,2 (Type 29 messages), also report SIL It is important that SIL be value 2 or 3 if using a GPS with HPL calculation & FDE (Fault Detection and Exclusion) an advanced version of RAIM. SIL should only be set to value 2 or 3 if the GPS is an approved position source for ADS-B. PREV NEXT RETURN The SIL Supplement reports: 0= per hour 1= per sample SIL Probability of Exceeding the NIC Containment Radius (Rc) Comment 3 1 x 10-7 per flight hour or per sample Acceptable Integrity 2 1 x 10-5 per flight hour or per sample Acceptable Integrity 1 10 x 10-³ per flight hour or per sample Inadequate Integrity 0 Unknown or >1 x 10-³ per flight hour or per sample No Integrity 30

28 FAA AC Test - Air ADV CIRC AIR LAT= N LON= W POSITION ERROR=2.763 m NACP=8 (EPU <92.6 m) N IC=9 N ACV=2 E - W VEL= 11 1 kt s E N - S VEL= 246 kts N ADS- B BARO ALT= ft XPDR BARO ALT= ft ALTITUDE ERROR= 100 ft GEOMETRIC ALT= ft PREV AVAIL NEXT The Position Error is calculated with the Haversine formula, with the position entered in the ADS-B setup as the reference. ADV CIRC AIR The FAA AC Test supports the FAA Advisory Circular of the same designation, specifically chapter 4.1. Ground Test. The test provides a convenient means of bringing together many of the test elements we have seen over the last few slides. The test reduces the time for test and provides a permanent record in the data dump. AVAIL SIL=3 SDA=3 TCAS OP =0 RA ACTIVE=0 MODE 3/A CODE=6611 IDENT=NO ADDRESS= ( ) EMERG/PRIOR CODE=0-NO EMERGENCY EMIT RETURN CAT=RESERVED ADS-B IN CAP=1 FLIGHT ID=AEROFLEX PREV NEXT RETURN 31

29 FAA AC Test - Surface ADV CIRC SUR AVAIL LAT= N LON= W POSITION ERROR=4.451 m NACP=B (EPU <3 m and VEPU <4 m) N IC=8 N ACV=1 REPORTED MOVEMENT=0 kt TO < kt HEADING= 28 deg The FAA AC Test supports the FAA Advisory Circular of the same designation, specifically chapter 4.1. Ground Test. The test provides a convenient means of bringing together many of the test elements we have seen over the last few slides. The test reduces the time for test and provides a permanent record in the data dump. PREV NEXT The Position Error is calculated with the Haversine formula, with the position entered in the ADS-B setup as the reference. ADV CIRC AIR AVAIL SIL=3 SDA=3 LEN/WIDTH=8- <55m, <45m RA ACTIVE=0 MODE 3/A CODE=7000 IDENT=NO ADDRESS= ( ) EMERG/PRIOR CODE=0-NO EMERGENCY EMIT RETURN CAT=HEAVY ADS- B IN CAP=1 FLIGHT ID=AEROFLEX PREV NEXT RETURN 32

30 Testing ADS-B In Testing an ADS-B In Installation

31 Target Capability of the 6000 The 6000 does not have a multiple dynamic ADS-B Target Generation capability however, it is capable of generating either an airborne or surface single static target. A DO-260B ADS-B aircraft target typically comprises of Airborne: 5 extended squitter BDS messages BDS 0,5 Air Position BDS 0,8 Identity & Category BDS 0,9 Airborne Velocity BDS 6,1 Aircraft Status BDS 6,5 Aircraft Operational Status Surface: 4 extended squitter BDS messages BDS 0,6 Surface Position BDS 0,8 Identity & Category BDS 6,1 Aircraft Status BDS 6,5 Aircraft Operational Status 34

32 ADS-B GEN List Screen The ADS-B GEN List screen displays the available BDS registers for transmission as extended squitter. The up down keys are used to select the desired BDS. The selected BDS may be ENABLED by pressing the BDS ON key, which also becomes the BDS OFF key if the BDS is already ENABLED. 35

33 Setting up a DO-260B Airborne Target - BDS 6,5 Ensure the VERSION is set to 2-DO-260B. Ensure the AA is different to the Aircraft under test. Also ensure the MANUAL AA in the setup menu is set to the same AA setting in all the GEN BDS screens. Ensure that NACP is set so the EPU is less than the Rc set in the NIC field in BDS 0,5. 36

34 Setting up a DO-260B Airborne Target BDS 0,5 GEN BDS 0,5 AIR BDS=0,5 AIRBORNE POS TYPE:11 DF17 AA:3AC421 COUNT= 0 ME=583784AE82E82ECDC PERIOD: 0.50 s LAT: N LONG: W POS: GLOBAL NIC-B: 0 T: N/UTC SURVEILLANCE STATUS: NO INFO BARO PRES ALT: ft GNSS ALT: - NIC= 8 Rc=<0.1 NM ( m) For an Aircraft Under Test position of.. LAT : N LONG: W To generate a target at 90 deg 5nm Enter: LAT: N LONG: W This website has useful online calculator for determining the Lat/Long offsets required for specific target positions relative to the UUT position. BDS OFF PREV PARAM NEXT PARAM RETURN Set BARO PRES ALT to same altitude as Aircraft Under Test COUNT displays the total number of squitters transmitted since the test was run. Note: Use UC584 antenna coupler, or apply antenna shields when running the aircraft at altitude, to prevent either ADS-B In systems or Hybrid TCAS seeing the aircraft under test. Note: ME field will toggle between two sets of values as each odd & even position squitter is sent. Set BARO PRES ALT the same as the Aircraft altitude. 37

35 Setting up a DO-260B Airborne Target BDS 0,8 GEN BDS 0, 8 BDS=0, 8 IDENT & CAT TYPE: 4 DF17 AA=3AC42 1 COUNT= 0 ME=236103B3D35C72 PERIOD: 5.00 s AIS= 6103B3D35C72 FLIGHT ID:XPN EMIT CAT SET :A EMIT CAT:LARGE. Type in the flight ID and emitter category for the simulated target. BDS OFF PREV PARAM NEXT PARAM RETURN 38

36 Setting up a DO-260B Airborne Target BDS 0,9 GEN BDS 0, 9 BDS=0, 9 AIRBORNE VEL TYPE:19 DF17 AA:3AC421 COUNT= 0 ME= PERIOD: 0.50 s E - W VEL: 0 kts E NACV:4 N - S VEL: 0 kts N HDG: 0.00 degs SUB TYPE: 1 - VEL OVR GND NORM VERT RATE= 0 ft/min GEO ALT DIFF FROM BARO: 0 ft SOURCE:BARO INTENT CHANGE:NO AIRSPEED: - AIRSPEED TYPE: - RESERVED:NO E-W & N-S: Important to set these parameters to 0, to agree with the Latitude and Longitude not changing over time. VERT. RATE: Set this parameter to 0, to agree with BARO PRES ALT not changing over time. BDS OFF PREV PARAM NEXT PARAM RETURN 39

37 Setting up a DO-260B Airborne Target BDS 6,1 ST1 GEN BDS 6, 1 ST 1 BDS=6, 1 A/C STATUS ST1 TYPE:28 DF17 AA:3AC421 COUNT= 0 ME=E11C PERIOD= 5.00 s SUBTYPE:1-EMERGENCY/PRIOR STATUS EMERGENCY/PRIOR CODE:0-NO EMERGENCY MODE A (4096) CODE:1234 RESERVED: Set Mode A code to be different to that of the Aircraft under test. Note on 6,5 ensure the VERSION is set to 2-DO-260B.. BDS OFF PREV PARAM NEXT PARAM RETURN 40

38 Setting up a DO-260B Airborne Target BDS 6,1 ST2 GEN BDS 6, 1 ST 2 BDS=6, 1 A/C STATUS ST2 TYPE:28 DF17 AA:3AC421 COUNT= 0 ME=E PERIOD: 5.00 s SUBTYPE=2-TCAS RA BROADCAST T T I:0-NO TID DATA T IDA: T IDR: T IDB: RAT: ARA: MTE: RAC: THREAT ADDR: No changes needed BDS OFF PREV PARAM NEXT PARAM RETURN 41

39 GICB List Screen, 1-12 GICB DF20 1 0,5 AIRBORNE POS - AVAIL 2 0,6 SURFACE POS - NOT CAP 3 0,7 SQTR STATUS - AVAIL 4 0,8 IDENT & CAT - AVAIL 5 0,9 AIRBORNE VEL - AVAIL 6 1,0 DATA LNK CAP - AVAIL 7 1,7 COM GICB CAP - AVAIL 8 1,8 SPEC SERV CAP #1 - AVAIL 9 1,9 SPEC SERV CAP #2 - AVAIL 10 1,A SPEC SERV CAP #3 - AVAIL 11 1,B SPEC SERV CAP #4 - AVAIL 12 1,C SPEC SERV CAP #5 - AVAIL The GICB Tests may be used to extract the ADS-B BDS registers from the transponder for examination. This is useful when a particular BDS is not squittering, and will confirm that the BDS register is being populated or partially populated. If the BDS register is populated with data, then the problem is likely to be a condition not being met in the transponder, preventing squitter transmission. BDS DATA RETURN 42

40 GICB List Screen, GICB DF ,D MSP CAP RPT AVAIL 14 1,E MSP CAP RPT AVAIL 15 1,F MSP CAP RPT AVAIL 16 2,0 FLIGHT IDAT - AVAIL 17 2,1 AIRCRAFT REG # - AVAIL 18 3,0 ACAS ARA - AVAIL 19 4,0 VERT INTENT - AVAIL 20 4, 1 WAYPOINT NAME - AVAIL 21 4, 2 WAYPOINT POS - AVAIL 22 4,3 WAYPOINT DETAILS - AVAIL 23 5, 0 TRACK & TURN - NOT 24 6,0 HEADING & SPEED - NOT BDS DATA RETURN 43

41 GICB List Screen, GICB DF ,1 AIRCRAFT REG # - AVAIL 1 8 3,0 ACAS ARA - AVAIL 1 9 4,0 VERT INTENT - AVAIL 20 4,1 WAYPOINT NAME - AVAIL 21 4,2 WAYPOINT NAME - AVAIL 22 4,3 WAYPOINT NAME - AVAIL 2 3 5,0 TRACK & TURN - AVAIL 2 4 6,0 HEADING & SPEED - AVAIL 2 5 6,1 A/C STATUS ST1 - AVAIL 26 6,1 A/C STATUS ST2 - AVAIL 2 7 6,2 TSS SUBTYPE 0 - AVAIL 2 8 6,2 TSS SUBTYPE 1 - NOT 2 9 6,5 A/C OP STATUS AIR - AVAIL 30 6,5 A/C OP STATUS SUR - AVAIL BDS DATA RETURN 44

42 GICB Data Screen GICB BDS 0,5 AVAIL BDS=0,5 AIRBORNE POS TYPE=14 DF20 AA=3AC421 ( ) MB= LAT= N LONG= W POS=GLOBAL NIC-B=1 T=N/UTC SURVEILLANCE STATUS = NO INFO BARO PRES ALT= ft GNSS ALT = N/A NIC=6 Rc= <1 nm (1852 m) PREV NEXT RETURN 45