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Information Paper Mode S Enhanced Surveillance – Assessment of Aircraft Capability 1 1.1 Introduction Mode S Enhanced Surveillance (EHS) requires the provision of information in the form of downlink aircraft parameters (DAPs), on an aircraft’s current attitude and short term intent. Whilst fully digital aircraft may have the required information readily available in an appropriate digital form on a suitable data-bus, there are a significant number of aircraft, partially or fully analogue, wit
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  Information Paper Website Information paper Page1 16/05/05 Mode S Enhanced Surveillance – Assessment of Aircraft Capability1 Introduction 1.1 Mode S Enhanced Surveillance (EHS) requires the provision of information in theform of downlink aircraft parameters (DAPs), on an aircraft’s current attitude andshort term intent. Whilst fully digital aircraft may have the required informationreadily available in an appropriate digital form on a suitable data-bus, there are asignificant number of aircraft, partially or fully analogue, within the EHSdiscriminants, that either do not have this information in digital form or notavailable at all.1.2 This paper describes criteria that may be used to decide whether an individualDAP is considered to be available and whether the aircraft in question is requiredto be upgraded to an EHS compliant status. It also provides definitions of variousterms used within the Mode S documentation. 2 EHS Applicability Discriminants EHS applicability applies to aircraft with a maximum take off mass exceeding5700 kg or a maximum cruising true airspeed greater than 250 kt. For IFR flightsas GAT in Mode S EHS designated airspace, EHS applicable aircraft must eitherbe certified compliant with or exempted from the requirements of Mode S EHSequipment carriage. 3 Mode S Enhanced Surveillance Capable Aircraft 3.1 Definition: The following definition applies for an EHS capable aircraft:“Fixed wing aircraft that can provide the list of 8 Downlink Aircraft Parameters(DAPs) see note1 are considered to be Mode S EHS capable. Where the parameter‘Track Angle Rate’ cannot be provided, ‘True Air Speed’ should be used instead.If these conditions cannot be met the aircraft will not be considered EHScapable”.It should be noted that if any of the other 7 DAPs listed cannot be provided, (inaccordance with the explanation below), the aircraft will considered as Mode SEHS non-capable.  Information Paper Website Information paper Page2 16/05/05 Note 1: List of DAPs for EHS Capability :  BDSRegisterBasic DAP Set (if Track Angle Rate isavailable) Alternative DAP Set (if Track Angle Rate is not  available)  BDS 4,0 Selected Altitude Selected Altitude   BDS 5,0   Roll Angle   Roll Angle   Track Angle RateTrue Track Angle True Track AngleGround Speed   Ground Speed   BDS 6,0   Magnetic Heading   Magnetic Heading   Indicated Airspeed (IAS) / Mach no. (Note: IAS and Machno. are considered as 1 DAP(even if technically theyare 2 separate ARINC labels).If the aircraft can provide both,it must do so).Indicated Airspeed (IAS) / Machno. (Note: IAS and Mach no. areconsidered as 1 DAP (even iftechnically they are 2 separateARINC labels). If the aircraft canprovide both, it must do so).Vertical Rate (Barometric rateof climb/descend or baro-inertial)   Vertical Rate (Barometric rate ofclimb/descend or baro-inertial)   True Airspeed (provided if TrackAngle Rate is not available)   The two columns reflect which DAPs are to be provided if Track Angle Rate is,or, is not available.Additional information is contained in JAA NPA 20-12a, which can be accessedunder the Mode S website link designated - ‘Documentation’.Note: NPA20-12a is currently under review to include the information providedabove regarding the sets of DAP information). 3.2 Mode S EHS Capable Aircraft List The Exemption Coordination Cell (ECC) section of this Mode S website containslinks to lists of aircraft known to be EHS capable. These lists are not intended tobe exhaustive and are offered for information only. It should be noted that,regardless of whether an aircraft type is shown as EHS non-capable in theselists, the aircraft must be registered with the ECC and formally exempted asappropriate.If an aircraft that was non-EHS capable in its basic configuration is modified sothat the full set of DAP information becomes available, the aircraft is thenrequired to be made EHS compliant.The responsibility rests with the aircraft operator to assess the capability andconfiguration of an aircraft to ensure it complies with the appropriaterequirements.  Information Paper Website Information paper Page3 16/05/05 3.3 The Provision of Downlink Aircraft Parameters :The following assessment may be used to decide whether or not a DAP isconsidered available to be provided: ã If an additional transducer or active hardware component(s) (not just wiring)are required to provide the DAP, the DAP can be considered unavailable. ã If software upgrades are required to on-board computers to provide the DAP,the DAP can be considered unavailable. Note: Software changes totransponders are NOT classified in this category and, if necessary, shall bepreformed. ã If the Selected Altitude parameter is not available due to the use of an ARINCGAMA configuration, the DAP can be considered unavailable. ã If additional wiring is required to connect an existing transducer or source tothe appropriate avionics data-bus or the Mode S transponder, the DAP isconsidered available. 4 Mode S EHS Non-Capable Aircraft 4.1 Operators of EHS non-capable aircraft registering with the ECC will be grantedan exemption but are strongly encouraged to supply any of the listed DAPs thatare feasible and therefore benefit from the Mode S services that are available.4.2 When a Mode S EHS non-capable aircraft is configured to transmit the DownlinkAircraft Parameters that it is able to supply, the DAPs provided MUST becertificated in accordance with EHS requirements.4.3 Such exemptions will have no specific time limit but will be subject to any futuremandate that might be imposed by State regulatory authorities. Any suchmandate will be subject to a minimum of 5 years notice of compliance. 5 Mode S Compliance Certification 5.1 Mode S ELS Compliant Aircraft For an aircraft to be classified as Mode S ELS compliant it shall have beencertified against the means described in JAA TGL13 Revision 1. 5.2 Mode S EHS Compliant Aircraft For an aircraft to be classified as Mode S EHS compliant it shall have beencertified against the means described in JAA TGL13 Revision 1 and EASANPA20-12a. (or latest issue).Note: NPA20-12a is currently under review to include the information providedabove regarding the sets of DAP information.  Information Paper Website Information paper Page4 16/05/05 6 Out of Operational Service Within the context of the Mode S Exemption Coordination Cell, the term ‘Out of(operational) Service’ is taken to mean that the aircraft is scheduled to be either: ã Scrapped by 31 December 2007, ã Returned to the leasor by 31 December 2007 ã Sold from that fleet by 31 December 2007 ã Re-routed to non-ECAC airspace by 31 December 2007
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