A4 - Mode S Implementation - 00 01

A Finmeccanica Company
EXECUTIVE SUMMARY
MODE-S IMPLEMENTATION IN
ROMANIAN ATC SYSTEM
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COMMERCIAL IN CONFIDENCE
2007 SELEX Sistemi Integrati S.p.A.
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LIST OF ABBREVIATIONS
ABBR.
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DESCRIPTION
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TABLE OF CONTENTS
1.1 SCOPE................................................................................................................................................5
1.2 IDENTIFICATION.............................................................................................................................5
1.3 OVERVIEW.......................................................................................................................................5
1.4 DOCUMENT OVERVIEW................................................................................................................5
1.5 APPLICABLE DOCUMENTS...........................................................................................................6
1.6 MODE-S INTRODUCTION..............................................................................................................6
1.7 MODE-S OVERVIEW.......................................................................................................................1
1.8 RADIN AND MULTI RADAR TRACKING.....................................................................................1
1.9 FLIGHT DATA PROCESSING SYSTEM (FDPS).............................................................................3
1.9.1
1.9.2
CODE SATURATION:..................................................................................................................................5
CODE ASSIGNMENT..................................................................................................................................6
1.10 TRAFFIC CONFLICT ALERT (TCA)...............................................................................................6

1.10.1.1
USE OF SELECTED ALTITUDE OR LFL/CFL FOR LEVEL OFF.............................................................................7
1.11 CONTROL WORKING POSITIONS (CWP)....................................................................................9

1.12 RPB (RECORDING AND PLAYBACK)...........................................................................................9
1.13 TRANSITION TO DISCRETE MODE A CODE PROCEDURES....................................................9
1.14 CONTINGENCY REQUIREMENTS..............................................................................................15
1.15 IMPACT ON THE CURRENT SYSTEM.........................................................................................16
1.16 FUNCTIONAL DESCRIPTION......................................................................................................16
1.17 LAN ARCHITECTURE...................................................................................................................16
1.18 TECHNICAL NOTE IN CASE RADAR MODO-S IS NOT SELEX............................................17
1.18.1
CMS.............................................................................................................................................................17
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1.1 SCOPE
1.2 IDENTIFICATION
The present document contains the architectural solutions designed by SELEX-SI in the frame of the
Romanian ATC System Upgrading Project for the System update with Mode-S capabilities.
1.3 OVERVIEW
The current ATC architecture reported in the SAD document has to be revised in order to Upgrade the
current Platform with the Mode-S functionalities.
The purpose of this document is:
description of the use of Mode S surveillance which may reduce the problem of codes saturation in
some areas;
1.4 DOCUMENT OVERVIEW

This document is composed of the following chapters:
Chapter 1 - Scope
Provides the scope of the technical proposal, including an high level description of the main reasons that
led to the decision to change the ATC architecture and the description of the structure of the document.
Chapter 2 - Applicable Documents
Provides the list of the number, title, revision and date of all documents applicable in this document.
Chapter 3 - Mode-S Introduction
Provides the general description of the Mode-S.
Chapter 4 - Mode-S overview
Provides the description of the Mode-S implementation.
Chapter 5 - Impact on the current system
Provides the technical description for the upgraded configuration.
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1.5 APPLICABLE DOCUMENTS

[1]
Transition to Elementary Mode S Surveillance , EUROCONTROL edition 20/11/2001, number

1.0;
[2]
PANS-RAC ICAO Doc 4444, Fourteenth Edition 2001: Air Traffic Management;
[3]
ICAO Annex X, Volume IV (AERONAUTICAL TELECOMMUNICATIONS, SURVEILLANCE

RADAR AND COLLISION AVOIDANCE SYSTEMS);
[4]
SUR.ET1.ST05.2000-STD-04-01 (ASTERIX CAT 048);
[5]
E100008313ICD01 Rev.01.00 - (ICD ASTERIX 34-48) ANNEX 1;
1.6 MODE-S INTRODUCTION

The Mode-S secondary radars provide additional information to the ATC Systems, improving the global
level of service.
The Mode-S radars are in fact able to provide a set of data (DAP, Down-linked Airborne Parameters)
which needs to be integrated into the ATC System to be exploited.
These information are used to improve the existing functions provided by the System, such as:
Radar Data Processing, that will use the additional information to improve the accuracy of surveillance;
Controller Working Position, that will be able to display the additional information to the Controllers;
Flight Data Processing System, that will use the additional data to solve the SSR code shortage due to the
steady increase in traffic.
This document describes the proposed Software improvements for each sub-system composing the ATC
to transit to Elementary and Enhanced Mode S surveillance.
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1.7 MODE-S OVERVIEW

The ATC system proposed is able to support both Elementary and Enhanced Surveillance.
The following data, concerning the Elementary Surveillance, are managed by the System:
Call Sign;
Aircraft Address;
Aircraft Capability Information.
In the Enhanced Surveillance, the following data are managed by the System:
Magnetic Heading;
Air Speed (Indicated Airspeed e Mach Number);
Selected Altitude;
Vertical Rate;
Track Angle Rate;
Roll Angle;
Ground Speed;
True Track Angle.
1.8 RADIN AND MULTI RADAR TRACKING

The RADIN sub-system is able to extract the following information from the incoming ASTERIX
034/048 MB Data Field:
Call Sign;
Aircraft Address;
Aircraft Capability Information;
Selected Altitude;
Track Angle Rate;
Roll angle;
Ground Speed;
True Track Angle;
Magnetic Heading;
Air Speed (Indicated Airspeed);
Air Speed (Mach);
Vertical Rate.
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This node has to provide on LAN the RADAR target reports including Mode-S information, using a new
format. This format includes all the information contained in the format actually in use, plus the listed
additional information Mode-S related.
As soon as one of the existing radar is Mode S upgraded it will send Mode S elementary/enhanced
tracks/plots to SELEX RADIN according to the Selex ICD document (sent in cat 034/048 Asterix), using
either serial line or UDP/IP protocol. RADIN1 can manage Cat34/48 tracks/plots, in order to properly feed
MRT with DAP parameters as additional information.
The MRT will not process these data , but it will distribute such data to the other system clients
(e.g.CWP,TCA,STCA,etc.).
If in the input flow only tracks are reported, the RADIN will be characterized by a translation of coordinates; in the
other case (plots) the RADIN will contain a tracker for each radar sensor.
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1.9 FLIGHT DATA PROCESSING SYSTEM (FDPS)
The FDPS is able to identify if a SFPL is Mode S Equipped (i.e.: the aircraft is allowed to fly Airspace
elementary mode S surveillance) or NOT Mode S Equipped.
When a SFPL is created, the Mode S Equipped shall be checked by the analysis of the element (b) of
item 10 (ICAO format message): if it contains the letter /I or /S, the SFPL is assumed to be Mode S
Equipped with the aircraft identification reporting capability.
Also field 18 shall be checked for the indicator CODE followed by the 24 bit address (CODE /
24 bit address.)
This node, shall perform for all eligible2 GAT (OAT) Flights, Mode-S equipped the following:
1.
2.
3.
assign the same Conspicuity code for all the GAT and
another different for all the OAT flights and
distribute this information to the system, so that, in case of FDP failure, the
Conspicuity Codes value could be available.
4. The FDPS shall manage the transition from Mode S Airspace to Not Mode S
Airspace
Note: the SSR code management criteria in use has to be modified.
5. If there is mode S data available, the data shall be always displayed on the CWP in
appropriate windows and extended label, regardless of the identification rules (mode A/
mode S) or the aircraft position (only within Mode-S Area) AOI/AOR
MODE S ELEGIBILITY
For Outbound flights, if the next ATSU (AoI) is declared in the FDPS as a Mode A area
(configuration performed by the user by means of COP configuration), a discrete code shall be
assigned by the system.
In the SSR Configuration window it shall be possible to configure the eligibility for conspicuity
code assignment based also on the exit FL min, exit FL max (ex. AoI Mode S above FL240,
Mode A below FL 240), and next FIR,.
For Inbound flights, no check shall be performed. The SSR code shall be retained.
For Domestic flights (departing and landing in Bucharest FIR) the correlation shall be performed
according to the Mode S/Mode A criteria (aircraft address and callsign for mode S) based on the
system configuration- which shall be performed by the user
2
The eligibility criteria depend on:

- the flight type: inbound, overfly, outbound;
- the possibility or not to retain the previous Mode A code;
- the coming/destination area type (Mode S equipped or not).
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For Overflights, the assigned SSR code shall be retained or not, depending on the next ATSU
(AoI Mode S surveillance capability) (e.g. flight coming from Budapest FIR (AoI, Mode S) going to Greece FIR via Bucharest FIR(AoR, Mode S) and Sofia FIR(AoI, Mode A): a VSP time
before the calculated time over the COP with Sofia, the system shall display a discrete code to
the appropriate CWP, so that the a/c is transferred on a discrete code to Sofia.).
If there is OLDI connection and if an estimate is sent manually earlier (i.e. COO order) than the
system time parameter for assigning a mode A code, then the system shall assign a mode A code
before the estimate is sent. If there is no OLDI connection with the next ATSU then the system
shall assign a mode A code at a VSP time before the COP..
The system provides the eligibility and conspicuity code assignment according the following
rules:
1. An Inbound or Overfly Flight is eligible for Conspicuity Code Assignment if
it is Mode S equipped and
the previous Mode A discrete code cannot be retained and the relevant radar
track is enhanced by Mode S data.
If all the above clauses are true, the conspicuity code shall be assigned as following
SSR code according the GAT/OAT category.
For all flights, GAT/OAT, GAT, OAT there shall be possible to define if the rule
regarding mode S/mode A transition shall be applied or not, taking into account the
flight category.
The system shall perform retention checks and directional assignment. It shall be
possible to define as many as necessary series of retainable codes. The GAT/OAT
conspicuity codes shall be defined as System parameters. If no conspicuity value is
declared, then the system shall assign only mode A codes.
2. An Outbound, Local or Domestic Flight is eligible for Conspicuity Code Assignment if:
it is Mode S equipped and
the departing aerodrome is configured as located in an Area covered by

Mode S radar If all the above clauses are true, the conspicuity code shall be
assigned as following SSR (i.e.NSSR) code according the GAT/OAT
category.
For the Outbound, Overfly Flight a VSP time before the coordination point the FDPS assign a
new SSR Code Mode A in order to replace the conspicuity code previously assigned
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1.9.1 CODE SATURATION:

An aircraft identification reporting equipped flight that would normally be assigned a
discrete code (e.g. in order to satisfy transition to non-mode S airspace), but for which
no discrete code is available due to code saturation is eligible for conspicuity code
assignment.
A flight shall be eligible for the assignment of a conspicuity code if it:
1.
2.
3.
is a departure or transition to IFR or does not have a retainable discrete code, and
according to the flight plan, is mode S aircraft identification reporting capable, and
is eligible in respect of conditions for the entry to, transit of, and exit from mode S
airspace if applicable, the estimated time from initial conspicuity code assignment to
discrete code assignment is equal to or greater than a specified value.
A flight shall be eligible for the assignment of a conspicuity code if:

1. a code is unavailable due to code saturation, and
2. according to the flight plan, it is mode S aircraft identification reporting capable.
The coordination criteria and the coordination messages between ATC Units have to be modified to
integrate Mode-S data in the System.
For a flight leaving a Mode-S Airspace and entering a Mode-A Airspace, in fact, a VSP before the
coordination point has to be assigned the SSR code in order to replace the Conspicuity Code previously
assigned.
The new code (SSR code) could be assigned by:
the transferring unit;
or by
the accepting unit responding the co-ordination. (see CWP chapter)
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1.9.2 CODE ASSIGNMENT

When the conditions for retention of an existing code or the assignment of a conspicuity code
for a flight are not met, the flight is assigned a discrete code in accordance with current
procedures.
At the code assignment event, a discrete code shall be assigned if the flight plan indicates that it
is not eligible for conspicuity code assignment.
At the code assignment event, a conspicuity code shall be assigned to a flight eligible for mode S
conspicuity code assignment.
1.10 TRAFFIC CONFLICT ALERT (TCA)

The SNET is able to manage Mode-S information to improve the algorithm for the Safety Net Alerts
detection to get better the accuracy of the alarms.
This is possible by means of:
greater accuracy of Mode-C information (25 ft instead 100ft) for all conflict detection algorithms;
use of Selected Altitude to avoid the generation of conflicts in the STCA, MSAW and APW functions.
The use of the Selected Altitude in the Safety Net functions to avoid the conflicts generation is described
below:
STCA: if the Selected Altitude guarantees vertical separation from the other track and mode-C track is
either not higher than the Selected Altitude for climbing tracks or not lower than the Selected Altitude for
descending tracks;
STCA Path Prediction
Vertical Separation Standard
Selected (Target) Altitude Level
Actual Altitude Level
MSAW: if Selected Altitude is higher than the Minimum Altitude Level and the Mode C track is not
lower than the Selected Altitude;
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z
Actual Altitude Level
Selected (Target) Altitude Level
Minimum Altitude Level
MSAW Path Prediction
APW: if the Selected Altitude is not between the lower and the upper levels of the protected area and
for climbing flights, the Mode-C is not higher than the Selected Altitude and the Selected
altitude is lower than the lower level of the protected area;
for descending flights, the Mode-C is not lower than the Selected Altitude and the selected
altitude is upper than the upper level of the protected area.
1.10.1.1USE OF SELECTED ALTITUDE OR LFL/CFL FOR LEVEL OFF
STCA
To improve the vertical prediction when level off situations occur, the STCA function takes into account
the Selected Altitude if down-linked from the aircraft or the LFL/CFL information if the selected altitude
is not available. When this capability is selected (through a system parameter setting from CMS) no alarm
is generated avoiding nuisance alarms:
When a track is climbing and its mode-C is not higher than Selected Altitude, the STCA function does not
generate alarm if the Selected Altitude guarantees vertical separation between tracks (see Figure 3-5).
When a track is descending and its mode-C is not lower than Selected Altitude, the STCA function does
not generate alarm if the Selected Altitude guarantees vertical separation between tracks.
If both Selected Altitude and Last Flight Level (CFL) are available, STCA function takes into account the
Selected Altitude.
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Linear Prediction
Vertical Separation Threshold
Selected Altitude
(CFL)
Prediciton clipped using
Selected Altitude
Figure 1: Use of selected altitude (LFL/CFL) for level off
MSAW
When a track is descending and mode-C is not lower than LFL/CFL (or Selected Altitude if down-linked
from the aircraft) the MSAW function does not generate alarm if the LFL/CFL (Selected Altitude)
guarantees vertical separation with minimum safe altitude level.
APW
When a track is climbing and mode-C is not higher than LFL/CFL (or Selected Altitude) the APW
function does not generate alarm if the LFL/CFL (Selected Altitude) guarantees vertical separation with
airspace volume lower level. When a track is descending and mode-C is not lower than LFL/CFL (or
Selected Altitude), the APW function does not generate alarm if the LFL/CFL (Selected Altitude)
guarantees vertical separation with airspace volume upper level.
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1.11 CONTROL WORKING POSITIONS (CWP)

The introduction of Mode-S will cause deep changes both in the CWP functions and CWP HMI.
In this changes are involved, in particular, the SFPL-Track correlation criteria.
The CWP sub-system, in fact, is able to use for the SFPL-track correlation the following keys:
SSR Code;
Call Sign;
ICAO Address.
Correlation shall use the reported aircraft identification (ICAO Address) for flights with Mode-S aircraft
identification reporting capability which are assigned a conspicuity code.
Where the aircraft identification matches more than one flight plan, the correlation process shall apply a
filtering process to identify the applicable flight plan for the flight .
The SFPL track correlation performs a filtering process that checks the different keys according the
following sequence;
ICAO Address,
Callsign and SSR Code
Callsign
SSR Code
If the system does not find any matches track-SFPL a missed link warning is displayed on CWP
Any inconsistency between the reported aircraft identification, the received code, and the related flight
plan data shall be reported through the controller HMI.
1.12 RPB (RECORDING AND PLAYBACK)

The introduction of Mode-S will not affect the normal operation of RPB subsystem, because the new
radar source will be recorded as the other surveillance data on system lans.
1.13 TRANSITION TO DISCRETE MODE A CODE PROCEDURES

0.1.1 The procedures described below apply to flights which:
are assigned a conspicuity code, and
leave mode S airspace, and
enter an area where mode A is in use for surveillance.

0.1.2 In respect of a flight leaving the mode S area at the boundary with the airspace of another
unit, one of the following takes place as bilaterally agreed:
a)
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Assignment by transferring unit.
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b)
c)
A discrete code is assigned by the transferring mode S unit prior to the coordination of the flight;
The discrete code is included in the co-ordination data.
Assignment by accepting unit in response to co-ordination.
The conspicuity code is included with the co-ordination data sent by the
transferring mode S unit;
A discrete code is assigned by the accepting mode A unit

performed by means a COD message ;
The code assigned is notified to the transferring mode S unit.
it can be
Assignment by accepting unit prior to co-ordination.
A discrete code is assigned by the accepting mode A unit prior to the coordination of the flight, at a time calculated from the data received in the
notification (usually ABI) message, only in it is received an ABI with a SSR
code request;
The code assigned is notified to the transferring mode S unit;
The discrete code is included with the co-ordination data sent by the
transferring mode S unit.
0.1.3 In respect of a flight leaving the mode S area within an area of responsibility of a unit:
A discrete code is assigned by the unit prior to the aircraft leaving mode S airspace;
The code is included in co-ordination data sent to downstream units, as applicable.
0.1.4 Following the assignment procedure described above
The discrete code is displayed to the controller who is to instruct the flight to
change code3 or the new code is passed by air ground datalink.
In order to facilitate the code verification task, any inconsistency in the code
reported by the flight and the assigned code is identified through the HMI.
An SSR not Conformance warning will be displayed.
Prior to entering a non-mode S area where mode A is used for surveillance, a discrete code shall be
assigned to a flight which has been assigned a conspicuity code.
Note:
The above requirement embraces the bilateral agreement and implementation of one of the
options described in paragraph , including the determination of the applicable time and distance
parameters.
Where a flight is to enter a non-mode S area of a different ATSU, the assigned discrete code shall be
included in co-ordination data.
Confirmation that the aircraft is responding on the code assigned shall be indicated to the instructing
3
This is a change from current practice and may impact on the workload of the transferring controller.
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controller.
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If available, it is possible to use the received callsign to pre-fill the Callsign field of the Identify mask.
In Fig. 4.4-1 a) and b) the criteria to assign the Conspicuity Codes/SSR codes are shown in case of
transition, in the same ATC unit, from an Airspace Mode-S covered and an Airspace Not Mode-S
covered.
Area covered by Mode A radar
a)
SSR Code Mode A Assigned
Area covered by
Mode S radar
Elegible for
automatic
Conspicuity Code
Assignment
Area covered by Mode S radar
b)
Conspicuity Code Assigned
Area covered by
Mode A radar
- Callsign (Mode S
information) not
available.
- Duplicated Conspicuity
Code .
- Elegible for automatic
SSR Code Mode A
Assignment
Fig. 2: Transitions from Mode-S Airspace to Not Mode-S Airspace and viceversa
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a)
For flights coming from an Area covered by Mode A radar (ASSR Mode A code assigned) and
entering in the Mode S Airspace, the CWP will assign the conspicuity code value as NSSR. In this
case, if the flight squawks the NSSR (upon controller order) it shall be correlated by means of
Callsign else the flight shall remain Mode A correlated.
b)
For flights coming from an Area covered by Mode S radar (ASSR Mode A = conspicuity code) and
entering in the Mode A Airspace, the FDP will assign the mode A code (according to SSR code
assignment rules e.g. ORCAM) as NSSR . In this case the flight squawks the NSSR (upon
controller order) and shall be correlated with Mode A.
An additional order to set the Mode S Equipment for the selected Flight Plan is provided by the
Controller Working Position.
A dedicated symbol position visualizes the plot position and the system track position of a target
containing data coming from a Mode-S Radar source.
Moreover the HMI new developments regards, in particular, the possibility to configure the visualization,
on track label, or in dedicated Lists of data available from Mode S data link. The new available
information are:
Callsign;
24 Bits Aircraft Address
Magnetic Heading
Air Speed (Indicated Airspeed)
Air Speed (Mach Number)
Selected Altitude4
Vertical Rate
Track Angle Rate
Roll Angle
Ground Speed
True Track Angle
Communication Capability
An example of data presentation on track label depending on the relevant track state (Not Correlated,
Controlled, Advanced Information etc.) is reported below.
Moreover it is possible to display on the track label additional information related to the handling of
mode S data. These information refer to:
difference between the Selected altitude set by the pilot and the assigned Cleared Flight Level. This
information can be visualized by means of a dedicated attribute for the relevant field presentation.
Difference between The Received Callsign and the Callsign of the correlated Flight Plan. This
information can be visualized by means of a dedicated attribute for the relevant field presentation (i.e. the
received callsign in red colour).
Mode-S data obsolescence; The available information can be visualized using a dedicated attribute in
order to distinguish information recently received from the old ones. The information presentation is
deleted after a VSP number of MRT updating.
4
If an aircraft is flying under the Transition Level, the displayed Selected Altitude shall be corrected according
to the local barometric pressure value.
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Duplicate Mode-S data (i.e. RCS, ICAO24bit); When the System detects from the information received
by means of Mode S link, that several targets have the same value for the above information by using an
attribute or a dedicated over-symbol.
QNH correction indicator
climbing or descending arrow
callsign
Selected Altitude
Received callsign
MODE C Altitude
LEADER LINE
Com.
Capability
Cleared flight level

Owner sector
Ground speed
Mode S
Oversymbol
Vertical Rate
Magnetic Heading
emergency alarm
Msaw alarm
Daiw alarm
Stca alarm
Exit flight level
Wake turblolence
category
POSITION SYMBOL
SPEED VECTOR
HISTORY DOTS
Fig. 3: Example of Controlled Track Label Layout
SSR code
Selected Altitude
Received callsign
mode C altitude
Vertical Rate
Mode S
Oversymbol
emergency alarm
Magnetic Heading
POSITION SYMBOL
HISTORY DOTS
Fig. 4: Example of Plot Label Layout
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Moreover it is possible to define additional dedicated Track Lists where to display the Mode S
Information.
Examples of available Track Lists are:
Flight Mode-S Information;
Flight Mode S Directory
The Flight Mode-S Information List contain all the Mode-S Information related for the selected Track
Fig. 5: Example of Mode-S Track information List

The Flight Mode-S Directory contains all the Flights Mode-S equipped with the relevant information
available from Mode-S link.
Fig. 6: Example of Mode-S Directory List

The lists can be available in a full and minimized format..
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1.14 CONTINGENCY REQUIREMENTS

If a flight is identified as Mode S aircraft identification reporting equipped in the flight plan and a nondiscrete code has been assigned but the aircraft is not so equipped, the surveillance data for the flight will
fail to correlate with the flight plan and a label for an uncorrelated flight without a callsign will be
displayed. Whilst equipage is to be mandated, procedures and facilities are required to mitigate this
possibility.
The capability must therefore be available for the request for assignment of a suitable code by:
departure (zone) controllers by means of Departure Clearance
area controllers responsible for the identification of flights entering the Mode S
area by means of En Route Clearance
tower (ground movement planner) controllers where a discrepancy has been

identified as the result of ATC procedures The Ground movement planner
coincides with the departure controller that can perform a DCL order.
In addition to the above, the capability is required to manually correlate an uncorrelated track with a flight
plan.
To allow for the exceptional case of a miscorrelation, the capability is required to decorrelate a track from
a flight plan.
For an entering flight which has been assigned a non-retainable discrete code by a preceding Mode A unit
and a conspicuity code by the accepting mode S unit, e.g. crossing a PA boundary, correlation can be
established on the basis of the code assigned by the previous unit. In order to avoid problems later in the
mode S area, the absence of mode S aircraft reporting capability or any reported aircraft identification
inconsistency should be identified and a warning given through the controller HMI.
MSEL The capability shall be provided for tower (GMP) controllers to request the assignment of a
discrete code to a flight.
MSEL The capability shall be provided for approach control departure controllers to request the
assignment of a discrete code to a flight.
MSEL 1-1-M The capability shall be provided for area controllers to request the assignment of a
discrete code to a flight.
MSEL 1-2-M
The capability shall be provided to correlate a flight manually.
MSEL 1-3-M
The capability shall be provided to de-correlate a flight manually.
MSEL 1-4-M For an entering flight for which correlation has been established by the code assigned by
the preceding unit, an absence of expected mode S aircraft reporting capability or an inconsistency in the
reported aircraft identification shall be identified and a warning given through the controller HMI.
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1.15 IMPACT ON THE CURRENT SYSTEM

The Mode S improvements have an impact on the whole ATC System architecture and ATC functions in
use.
The solution proposed comes from factory activities of system definition and system design during which
the SELEX-SI experience, as leader in development and production of integrated Air Traffic Control
systems, played an important role.
Furthermore the active sharing of SELEX-SI in the international working group guarantees to the
Customer the best solution as it comes from the shared experience of the member states.
It is possible to resume the improvements proposed as follows:
plot and track layouts have to be updated to contain the additional Mode-S data;
Flight Plans have to be modified to manage the additional Mode-S equipment information;
the SSR codes management criteria in use has to be modified to assign the Conspicuity Code, solving, in
this way, the SSR code shortage;
problems related to the missing Mode-S coverage and to the transition from Mode-S airspace to Non
Mode-S airspace have to be solved by the System, which has to guarantee an high level of performances
and safety;
new track-flight plan correlation criteria are applied, based on the Call Sign management;
improvements come from the higher precision (25 feet) related to the level measurements (Mode-C);
Mode-S additional data have to be displayed on the Controller Working Position;
new Tracks and Flight Data layouts have to be recorded and re-produced, if requested, by the System.
1.16 FUNCTIONAL DESCRIPTION

The following table show the impact that Mode-S information have on the actual sub-system
configuration. Obviously Middleware is included in that changing.
Asterix informations
Item 034/048
Target Report Descriptor

Flight Level (25ft resolution)
Aircraft Address (24 bit ICAO)
Communications Capability and
Flight Status
Aircraft Identification (Callsign)
RDP
RFE
X
X
X
X
X
X
X
X
FPPS/
LFPD
X
X
RPB
X
X
X
X
X
TCA
X
X
CWP
X
X
X
X
X
1.17 LAN ARCHITECTURE

No modification is addressed to LAN architecture for the ATC Centre to apply Mode-S functionality.
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1.18 TECHNICAL NOTE IN CASE RADAR MODO-S IS NOT SELEX

1.18.1
CMS
Selex-SI operational centre can interface remote systems, such as radar site, with a legacy protocol or
SNMP, both working on LAN network (TCP/IP-UDP).
The SNMP agent on the managed device/subsystem/system provides access to data (managed objects)
stored on the managed device or front-end node. The SNMP manager or management application uses
this access to monitor and control the managed device.
Communication is via SNMP Protocol Data Units (PDUs) that are typically encapsulated in UDP packets,
and five kinds of operations are permitted between managers and agents (managed device).
The manager can perform a get (or read) to obtain information from the agent about an attribute
of a managed object.
The manager can perform a get-next to do the same for the next object in the tree of objects on
the managed device.
The manager can perform a get-bulk to obtain information about a group of data from the agent.
The manager can perform a set (or write) to set the value of an attribute of a managed object.
The agent can send a trap, or asynchronous notification, to the manager telling it about some
event on the managed device.
In the Selex SI architecture, CMS acting as manager is capable to get status from a remote
device/subsystem/system using SNMP protocol .
Radar head output status messages have to be compliant with SNMP protocol.
For this reason status messages coming from radar and from RMM will be collected and converted into
SNMP messages by a dedicated CSCI. The Radar Site MIB will be automatically created by the
dedicated software and it will be available for interrogations by the manager (The CMS at OPS site).
The Status monitoring will be assured by polling services and asynchronous event (e.g. unexpected
failure on a radar board) will be notified to the operational site CMS
TP-13-05-2010
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A Finmeccanica Company

1.10 TRAFFIC CONFLICT ALERT (TCA)...............................................................................................6

USE OF SELECTED ALTITUDE OR LFL/CFL FOR LEVEL OFF.............................................................................7

1.11 CONTROL WORKING POSITIONS (CWP)....................................................................................9

1.4 DOCUMENT OVERVIEW

1.5 APPLICABLE DOCUMENTS

Transition to Elementary Mode S Surveillance , EUROCONTROL edition 20/11/2001, number

ICAO Annex X, Volume IV (AERONAUTICAL TELECOMMUNICATIONS, SURVEILLANCE

SUR.ET1.ST05.2000-STD-04-01 (ASTERIX CAT 048);

E100008313ICD01 Rev.01.00 - (ICD ASTERIX 34-48) ANNEX 1;

1.6 MODE-S INTRODUCTION

1.7 MODE-S OVERVIEW

1.8 RADIN AND MULTI RADAR TRACKING

1.9 FLIGHT DATA PROCESSING SYSTEM (FDPS)

The eligibility criteria depend on:

it is Mode S equipped and

it is Mode S equipped and

the departing aerodrome is configured as located in an Area covered by

1.9.1 CODE SATURATION:

A flight shall be eligible for the assignment of a conspicuity code if:

1.9.2 CODE ASSIGNMENT

1.10 TRAFFIC CONFLICT ALERT (TCA)

Actual Altitude Level

Selected (Target) Altitude Level

Minimum Altitude Level

MSAW Path Prediction

1.10.1.1USE OF SELECTED ALTITUDE OR LFL/CFL FOR LEVEL OFF

Figure 1: Use of selected altitude (LFL/CFL) for level off

1.11 CONTROL WORKING POSITIONS (CWP)

1.12 RPB (RECORDING AND PLAYBACK)

1.13 TRANSITION TO DISCRETE MODE A CODE PROCEDURES

are assigned a conspicuity code, and

leave mode S airspace, and

enter an area where mode A is in use for surveillance.

Assignment by transferring unit.

The discrete code is included in the co-ordination data.

Assignment by accepting unit in response to co-ordination.

A discrete code is assigned by the accepting mode A unit

The code assigned is notified to the transferring mode S unit.

Assignment by accepting unit prior to co-ordination.

The code assigned is notified to the transferring mode S unit;

The code is included in co-ordination data sent to downstream units, as applicable.

0.1.4 Following the assignment procedure described above

Area covered by Mode A radar

SSR Code Mode A Assigned

Area covered by Mode S radar

Conspicuity Code Assigned

climbing or descending arrow

Cleared flight level

Exit flight level

Fig. 3: Example of Controlled Track Label Layout

Fig. 4: Example of Plot Label Layout

Fig. 5: Example of Mode-S Track information List

Fig. 6: Example of Mode-S Directory List

1.14 CONTINGENCY REQUIREMENTS

departure (zone) controllers by means of Departure Clearance

tower (ground movement planner) controllers where a discrepancy has been

The capability shall be provided to correlate a flight manually.

The capability shall be provided to de-correlate a flight manually.

1.15 IMPACT ON THE CURRENT SYSTEM

1.16 FUNCTIONAL DESCRIPTION

Target Report Descriptor

1.17 LAN ARCHITECTURE