ADSB-FRD.pdf

COMMANDER

NAVAL AIR SYSTEMS COMMAND

Functional Requirements Document (FRD) for

Automatic Dependent Surveillance - Broadcast Out (ADS-B [Out])

ADS-B [OUT] FRD

13 October 2011

DISTRIBUTION STATEMENT A. Approved for public release; distribution is unlimited.

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CHANGE SUMMARY PAGE

This change summary page is provided to maintain a record of change to the last issue of the FRD. Upon receipt of a change or revision, the holder of the FRD should incorporate the change(s)/revision(s) into the original and make an appropriate entry on the Record of Change listing below:

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Initial Issue

13 Oct. 2011

Document baseline (under formal PMA209 Configuration Control)

Steve Frain

CNS/ATM

Lead Engineer

COMMENT INFORMATION

This document is under Configuration Management Control at NAVAIR, PMA209 Patuxent River, MD. Comments and suggested changes and updates to the document should be addressed to the following:

Send to: COMMANDER, NAVAL AIR SYSTEMS COMMAND

Attn.: PMA209 Program Office 47123 Buse Rd.

Bldg. 2272, Suite 351 Patuxent River, MD 20670-1547 vi vii

EXECUTIVE SUMMARY

Automatic Dependent Surveillance – Broadcast (ADS-B) is a platform-based surveillance service that broadcasts a platform’s position, velocity, identification, and other pertinent information. The Federal Aviation Administration mandate directs a nationwide transition to ADS-B technology by 2020 as a part of the Next Generation Air Transportation System (NextGen) architecture. Military aircraft that do not comply will experience restricted air traffic services. Aircraft integrating ADS-B in accordance with this FRD will obtain the minimum functionality required by Title 14 Code of Federal Regulations (CFR) Part 91.225 which requires ADS-B (Out) transmit of own-ship information periodically to other platforms, but does not require ADS-B (In) (receive) ADS-B information from other platforms.

Both military and civilian trials indicate a potential improvement to the system in aviation safety and operational efficiency. ADS-B is a key enabler to the NextGen architecture and the introduction of remotely piloted vehicles within the National Airspace System (NAS).

This Functional Requirements Document (FRD) establishes the minimum functionality for U.S.

Navy and Marine Corps aircraft to achieve civil interoperability with ADS-B.

Although this FRD is written from a manned aircraft platform perspective, it is anticipated that ADS-B will be part of the solution for unmanned aircraft in civil airspace.

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TABLE OF CONTENTS

Executive Summary ...................................................................................................................... vii

1.0 INTRODUCTION

1.1 Purpose

1.2 Scope

1.3 Background

1.4 Common Terminology

2.0 REFERENCE DOCUMENTS

2.1 Document Order of Precedence

2.2 ICAO Documents

2.3 RTCA, Inc. [Formerly Radio Technical Commission for Aeronautics] Documents

2.4 FAA Documents

2.5 U.S. Code of Federal Regulations

2.6 Department of Defense (DOD) Documents

3.0 REQUIREMENTS

3.1 General Requirements for Both 1090ES Out and UAT Out

3.1.1 Standby Control

3.1.2 ADS-B Controls, Indicator and Displays

3.1.3 GPS Receiver

3.1.4 Failure and Status Indications

3.1.5 ADS-B Related Aircraft Systems and Sensors

3.1.6 ADS-B Antennas

3.1.7 Call Sign/Flight Identification (ID)

3.1.8 General ADS-B Required Parameters

3.1.9 ADS-B Report Parameters, Accuracy, and Integrity

3.1.9.1 Navigation Integrity Category (NIC)

3.1.9.2 Barometric Altitude Integrity Code (NICBARO)

3.1.9.3 Barometric Altitude

3.1.9.4 Geometric Altitude

3.1.9.5 Navigation Accuracy Category for Position (NACp)

3.1.9.6 Navigation Accuracy Category for Velocity (NACv)

3.1.9.7 Source Integrity Level (SIL)

3.1.9.8 Source Integrity Level Supplement (SILSUPP)

3.1.9.9 Changes in Performance

3.1.9.10 Geometric Vertical Accuracy (GVA)

3.1.9.11 System Design Assurance (SDA)

3.1.9.12 Emitter Category

3.1.9.13 Latency

3.1.9.14 Installation of Both UAT and 1090ES ADS-B

3.2 1090ES SPECIFIC REQUIREMENTS

3.2.1 Minimum Transmit Power at the Terminal of the Antenna

3.2.2 Filling the Comm-B Data Selector (BDS) Registers with Aircraft Parameters

3.2.3 Mode S Transponder 1090ES Requirements

3.2.4 1090 ES ADS-B Message Broadcast Rates x

3.2.5 Special Mode 3A Requirement

3.3 UAT SPECIFIC REQUIREMENTS

3.3.1 Minimum Transmit Power at the Terminal of the Antenna

3.3.2 UAT Mutual Suppression

APPENDIX A. ACRONYMS AND ABBREVIATIONS

1.0 INTRODUCTION

1.1 Purpose

This document defines the minimum functional requirements for U.S. Navy and Marine Corps aircraft to achieve civil airspace interoperability using 1090 Megahertz (MHz) Extended Squitter (ES) Automatic Dependent Surveillance – Broadcast [1090 Extended Squitter (1090ES) ADS- B)] or 978 MHz Universal Access Transceiver (UAT ADS-B) as specified by Title 14 Code of Federal Regulations (CFR) Part 91.225.

1.2 Scope

The FRD provides performance based requirements for naval aircraft to achieve civil airspace interoperability using 1090ES or UAT ADS-B to meet the ADS-B (Out) requirements within the National Airspace System (NAS). Although this FRD is written from a manned aircraft platform perspective, it is anticipated that ADS-B will be part of the solution for unmanned aircraft in civil airspace.

1.3 Background

ADS-B is a function for aircraft, airborne or on the ground, or surface vehicles operating within the airport field environment. All naval aircraft with Required Navigation Performance Area Navigation (RNP RNAV) functionality have Global Positioning System (GPS) positioning with integrity. It is the intent of this document to develop requirements utilizing the onboard GPS position with integrity to support ADS-B messages. ADS-B is a civil surveillance technology that provides air traffic control (ATC) with an accurate picture of the aircraft's three-dimensional position in the en-route, terminal, approach, and surface environments. The primary aircraft position and velocity sensor for the ADS-B function will typically be a GPS receiver that meets RNP RNAV functionality. Combat, combat support, and combat service support aircraft with an integrated precise positioning system (PPS) GPS that meets these requirements should utilize their integrated PPS GPS solution for ADS-B. An ADS-B system with an embedded SPS GPS receiver should only be considered for civil derivative or training aircraft that do not have integrated PPS GPS or systems that have PPS systems that do not meet RNP RNAV functionality requirements.

After considerable R&D effort, the Federal Aviation Administration (FAA) has committed to transitioning to ADS-B using 1090ES and a second datalink, UAT within the National Airspace System (NAS). Title 14 CFR Part 91.225, mandates all aircraft flying in specified class airspace within the NAS to broadcast ADS-B self-reports on one of these datalinks by 2020. The FAA declared Initial Operating Capability (IOC) at Louisville, KY October 2009, the Gulf of Mexico in December 2009, Philadelphia February 2010, and Juneau April 2010. Enroute separation services are being performed in the Gulf of Mexico and Juneau. Terminal separation services are being conducted in Philadelphia, PA and Lexington, KY.

The FAA has harmonized the 1090ES ADS-B with International Civil Aviation Organization (ICAO), European Organization for the Safety of Air Navigation (EUROCONTROL) and the European Aviation Safety Agency (EASA) as the standard for commercial air carriers and high altitude flight. Australia implemented 1090ES ADS-B for surveillance throughout their country for high altitude surveillance in 2006 and Canada implemented 1090ES ADS-B for high altitude traffic over the Hudson Bay in 2009. ADS-B data is now shared between Indonesia, New Zealand and Australia for offshore Air Traffic Control (ATC). UAT is used in airspace below

Flight Level [in hundreds of feet] (FL) 180. Figure 1 below illustrates the different classes of airspace in respect to UAT and 1090ES ADS-B.

Figure 1: Classes of Airspace

1.4 Common Terminology

Definitions of SHALL, MUST, SHOULD, and MAY: Within this document, the term “SHALL” is used to indicate requirements. An approved design will comply with every “SHALL” requirement, which can be assured by inspection, test, analysis or demonstration. The term “must” is to identify items which are important but are either duplicated somewhere else in the document as a “SHALL”, or are considered outside of the scope of this document. The term, “should” is used to denote a recommendation that would improve the functionality but is not mandatory. The term, “may” is used to denote a recommendation that is optional.

ADS-B: ADS-B is a system by which aircraft repeatedly broadcast current position and altitude, airspeed, identification, and other information over a common datalink. The two selected ADS- B datalinks are 1090ES and UAT. The ICAO standard for ADS-B is Mode Select (Mode S) 1090ES and is being implemented in North America, Europe, Indonesia and Australia. UAT is being implemented within the USA and is primarily oriented to General Aviation (GA) and lower altitude aircraft. The functionality of ADS-B is intended to replace or augment ground based radar and reduce the separation requirements between aircraft to enhance traffic flow.

http://en.wikipedia.org/wiki/Aircraft� http://en.wikipedia.org/wiki/Airspeed� http://en.wikipedia.org/wiki/Identification� http://en.wikipedia.org/wiki/Datalink�

ADS-B (Out): ADS-B (Out) transmits own-ship position, velocity, and other information periodically.

ADS-B (In): ADS-B (In) receives the ADS-B information from other aircraft and ground stations to provide a Cockpit Display of Traffic Information (CDTI) and can support other applications within the aircraft. ADS-B (In) is not within the scope of this document.

1090 Extended Squitter (1090ES): The 1090ES is one of the two ADS-B datalinks selected for use in the NAS. It uses Mode S Downlink Format 17 (DF-17) which transmits on the same frequency (1090 MHz) as Mark XII/XIIA transponders. The Mode S datalink is an improvement of Modes 3/A & C secondary surveillance radar. Mode S serves as the message protocol for both Traffic Alert and Collision Avoidance System (TCAS II) and 1090ES ADS-B. It uses globally unique aircraft identification (24 bit aircraft address), enables selective interrogation for spectrum efficiency, and supports quality checks of data content.

1090ES can be used in all classes of airspace where ADS-B is required. 1090ES must be used by aircraft that fly above FL180 in the NAS. 1090ES ADS-B is the data link of choice for Self Separation and In-Trail Procedure in both the North Atlantic and Pacific for commercial aircraft.

1090ES supports Traffic Information Service-Broadcast (TIS-B) but doesn’t support Flight Information Service Broadcast (FIS-B). FIS-B and TIS-B are explained below. This document does not address non-transponder based 1090ES ADS-B.

Class B0: Supports minimum capability for participants. Broadcast ADS-B messages are based upon own-platform source data.

Class B1: Supports all class B0 functionality. Class B1 is intended for operation in IFR-designated airspace.

Flight Information Service – Broadcast (FIS-B): FIS-B transmits National Weather Service products including text and graphical weather, Temporary Flight Restrictions information, and Special Use Airspace information over the UAT datalink to aircraft equipped with a UAT capability.

In-Trail Procedure (ITP): ADS-B ITP separation standard relying on airborne ADS-B data evaluated by the flight crew which permits climb request by the aircrew. The Air Traffic Controller retains separation responsibility and approves clearance based on knowledge of complete traffic situation.

Self-Separation (SSEP): Awareness of all surrounding traffic and its intent. Execute, and be responsible for, airborne separation in relation to all other aircraft trajectories.

Traffic Information Service – Broadcast (TIS-B): TIS-B is a service which provides ADS-B (In) equipped aircraft with position reports of non-ADS-B equipped aircraft from secondary surveillance radar contacts. It will be available for both the 1090ES and UAT datalinks.

Universal Access Transceiver (UAT): The UAT 978 MHz datalink was specifically designed for ADS-B operation and selected by the FAA for general aviation aircraft use but is not authorized above FL180.

UAT supports multiple broadcast services including FIS-B and TIS-B in addition to ADS-B.

The ADS-B Message is broadcast by an aircraft to convey its State Vector and other information.

The Ground Uplink Message is used by ground stations to uplink flight information such as text and graphical weather data, advisories and other aeronautical information, to any aircraft that may be in the service volume of the ground station.

The UAT is a wideband multi-purpose line of sight datalink intended to operate globally on a single channel (978 MHz) with a channel signaling rate of just over one Megabits Per Second (Mbps). This is accomplished using a Self Organized Time Division Multiple Access (STDMA) ad hoc hybrid network that incorporates both time-slotted and random unslotted access. By virtue of its waveform, signaling rate, precise time reference, and message-starting discipline, UAT can also support independent measurement of range to most other participants.

Figure 2 below illustrates the basic UAT message timing structure called the UAT frame. A frame is one second long and begins at the start of each Coordinated Universal Time (UTC) second. Each frame is divided into two segments: a Ground Segment in which Ground Uplink Messages are broadcast in one or more of 32 slots and an ADS-B Segment in which ADS-B messages are broadcast by participating aircraft. The UAT frame is further divided into Message Start Opportunities (MSO) that is spaced at 250µs intervals. This spacing represents the smallest time increment used by UAT for scheduling message transmissions, and all such transmissions must start only at a valid MSO.

Figure 2: Basic UAT Message Timing Structure

* UTC: Coordinated Universal Time

As shown in Figure 2, the ADS-B Segment of each UAT frame is 800 milliseconds long, and spans 3200 MSOs. Each UAT-equipped aircraft makes exactly one ADS-B Message transmission per frame, and makes a pseudo-random selection from among any of the 3200 MSOs in the segment to start transmission of the message. The utility of the 32 Ground Uplink slots, each 5.5 milliseconds in length, is outside the scope of this document. (Ref: DO-282B, para. 1.3 and para. 1.3.1.)

2.0 REFERENCE DOCUMENTS

2.1 Document Order of Precedence

In case of a conflict, the order of precedence is: Title 14 CFR Part 91.227; this FRD; Technical Standard Order (TSO) C166b; TSO C154c; AC ADS-B 20-165; RTCA DO-260B; RTCA DO- 282B; ICAO Annex 10, Volume III and IV; and then Air Traffic Control Radar Beacon System, Identification Friend or Foe, Mark XII/XIIA System (AIMS) 03-1000A.

2.2 ICAO Documents

(a) ICAO Aeronautical Telecommunications, Annex 10, Volume III ICAO Digital Data & Voice Communication Systems, Amendment 84

(b) ICAO Aeronautical Telecommunications Annex 10, Volume IV, Surveillance Radar and Collision Avoidance Systems, Amendment 84

(c) ICAO Document 9871, AN/464, Technical Provisions for Mode S Services and Extended Squitter

2.3 RTCA, Inc. [Formerly Radio Technical Commission for Aeronautics] Documents

(a) RTCA/ DO-178B, Software Considerations in Airborne Systems and 1 December 1992 Equipment Certification

(b) RTCA/ DO-181E, Minimum Operational Performance Standards for Air 17 March 2011 Traffic Control Radar Beacon System/Mode Select

(ATCRBS/Mode S) Airborne Equipment

(c) RTCA/ DO-242A, Minimum Aviation System Performance Standards 25 June 2002 for Automatic Dependent Surveillance - Broadcast

(ADS-B)

(d) RTCA/ DO-242A, Change (CHG) 1 Minimum Aviation System Performance Standards 13 December 2006 for Automatic Dependent Surveillance - Broadcast

(ADS-B)

(e) RTCA/ DO-254 Design Assurance Guidance for Airborne Electronic 19 April 2000 Hardware for Automatic Dependent Surveillance -

Broadcast (ADS-B)

(f) RTCA/ DO-260B, Minimum Operation Performance Standards for 2 December 2009 1090 MHz Extended Squitter Automatic Dependent Surveillance – Broadcast (ADS-B) and Traffic Information Services – Broadcast (TIS-B)

(g) RTCA/DO-282B Minimum Operation Performance Standards for 2 December 2009 Universal Access Receiver Automatic Dependent Surveillance – Broadcast (ADS-B)

2.4 FAA Documents

(a) AC 20-165 Airworthiness Approval of Automatic Dependent 21 May 2010 Surveillance - Broadcast (ADS-B) Out Systems

(b) AC 29-2C Certification of Transport Category Rotorcraft 30 September 2008

(c) TSO C166b Technical Standard Order C166b – Extended Squitter 2 December 2009 Automatic Dependent Surveillance - Broadcast (ADS-

B) and Traffic Information Service - Broadcast (TIS- B) Equipment Operating on the Radio Frequency of 1090 Megahertz (MHz)

(d) TSO-C154c Technical Standard Order C154c – Universal Access 2 December 2009 Transceiver (UAT) Automatic Dependent

Surveillance – Broadcast Equipment Operating on Frequency of 978 MHz

2.5 U.S. Code of Federal Regulations

(a) Title 14 CFR Part 91.225 Automatic Dependent Surveillance- Broadcast 11 August 2010 (ADS-B) Out Performance Requirements to Support Air Traffic Control (ATC) Service

(b) Title 14 CFR Part 91.227 Automatic Dependent Surveillance- Broadcast 11 August 2010 (ADS-B) Out Equipment Performance Requirements

2.6 Department of Defense (DOD) Documents

(a) DoD AIMS 03-1000A Performance/Design and Qualification Requirements, 1

January 2011 Technical Standard for the ATCRBS/IFF/ Mark XIIA, Electronic Identification System and

Military Implementation of Mode S with changes 1, 2, and 3.

(b)Chief of Naval Operations CNO Functional Requirements Document for Mode (CNO) FRD for Mode S S, Revision A

(c) MIL-STD-411F Department of Defense Design Criteria Standard

10 March 1997 Aircrew Station Alerting Systems

(d) CJCSI 6130.01D Master Positioning, Navigation, and Timing Plan

13 April 2007 (MPNTP)

(e) MIL-STD 1472F Department of Defense Design Criteria Standard

23 August 1999 Human Engineering

3.0 REQUIREMENTS

3.1 General Requirements for Both 1090ES Out and UAT Out

The following requirements are related to both 1090ES ADS-B Out and UAT Out. These requirements were primarily derived from Title 14 CFR Part 91.227; AC 20-165; RTCA DO- 260B Sections 2.2, 3, 4, Appendix A; RTCA DO-282B Sections 2.2, 3, 4; RTCA DO-242A; and RTCA DO-242A Change 1. These documents MUST be used to provide the details related to 1090ES and UAT ADS-B Out. Other documents listed in the references also apply. RTCA DO- 260B is the primary reference for 1090ES while DO-282B is the primary RTCA reference for

UAT.

The aircraft must meet the performance stated in Title 14 CFR Part 91.227. Several performance parameters are summarized here and stated as requirements later in this document:

• Aircraft Navigational Accuracy for Position (NACP) < 0.05NM

• Aircraft Navigational Accuracy for Velocity (NACV) < 10 meters per second

• Aircrafts Navigational Integrity Category (NIC) < 0.2 NM

ADS-B equipment SHALL meet the performance requirements of DO-260B Section 2.2 or DO- 282B Section 2.2 as amended by Title 14 CFR 91.227. (Threshold = Objective).

Note: Equipment which has an FAA TSO C166b (1090ES) or TSO C154c (UAT) meets this requirement.

Ref: Title 14 CFR Part 91.227; AC 20-165; RTCA Document DO-260B Sections 2.2, 3, 4, Appendix A; RTCA Document DO-282B Sections 2.2, 3, and 4; RTCA DO-242A; and RTCA DO- 242A Change 1.

3.1.1 Standby Control

The operator SHALL have the capability to disable all ADS-B transmissions without impacting other surveillance modes. (Threshold = Objective)

Ref: RTCA/DO-260B para. 4.4.6, amended or RTCA/DO-282B para. 4.1.4, amended, AIMS 03- 1000A.

3.1.2 ADS-B Controls, Indicator and Displays

Controls, indicator, and displays provided for in-flight use SHALL be readily accessible and readable from the pilot’s normal seated and secured position. (Threshold = Objective)

If two pilots are required to operate the aircraft, the controls SHALL be readily accessible and readable from each pilot’s seated position. (Threshold = Objective)

Adequate protection in accordance with MIL-STD 1472F (Human Factors) SHALL be provided to prevent inadvertent turnoff of the equipment. (Threshold = Objective)

The system SHALL provide a display of crew inputs of Mode 3/A code, emergency codes, IDENT, and call sign. (Threshold = Objective)

Aircraft equipped with a transponder and ADS-B system SHALL provide the pilot a single point of entry into both systems for Mode 3/A code, IDENT and emergency. (Threshold = Objective)

Both pilots SHALL have the ability to disable the ADS-B transmissions.

Ref: RTCA/DO-260B para. 3.2.3 and 3.2.4 or RTCA/DO-282B para. 3.1.4, AC 20-16, MIL-STD 1472F

3.1.3 GPS Receiver

A GPS receiver with Receiver Autonomous Integrity Monitoring (RAIM), either (Precise Positioning Service (PPS) GPS or Standard Positioning Service (SPS) GPS, SHALL be used to provide the horizontal aircraft position and position quality data to support the integrity of the ADS-B messages in accordance with RTCA DO-260B Section 2.2 or RTCA DO-282B Section

2.2. (Threshold = Objective) Note: The Navigation Integrity Category (NIC) integrity containment region is described horizontally using the radius of containment(RC). The requirements for NIC are contained below in paragraph 3.1.9.1.

If SPS GPS is used without Wide Area Augmentation System (WAAS), then RAIM predictions SHALL be required. (Threshold = Objective)

PPS GPS SHOULD be used on all aircraft capable of performing combat, combat support, or combat service support missions.

Ref: RTCA DO-260B Section 2.2 amended or RTCA DO-282B Section 2.2 amended

3.1.3.1 Embedded GPS Receivers

Combat, combat support, and combat service support aircraft with an integrated precise positioning system (PPS) GPS that meets RNP RNAV requirements should utilize their integrated PPS GPS solution for ADS-B. However, ADS-B systems with embedded GPS position sources are acceptable and there is no requirement for these embedded systems to provide any navigation data to other onboard aircraft systems.

Ref: CJCS 6130.01D, 13 Apr 2007

3.1.4 Failure and Status Indications

3.1.4.1 ADS-B Transmission Device Failure Annunciation

The ADS-B system operational status SHALL be available to the crew. Failures of the ADS-B transmitter SHALL be annunciated to the crew and SHALL be differentiated from an ADS-B Function Fail Annunciation. (Threshold = Objective)

Note:Though acceptable, dedicated ADS-B transmit failure indicators are not required. Text messages, displayed to the crew until acknowledged, are acceptable in accordance with MIL-

STD-411F.

3.1.4.2 ADS-B Function Fail Annunciation

Loss of ADS-B data input, SHALL result in the ADS-B Function Fail annunciation, which SHALL be indicated to the Flight Crew in accordance MIL-STD-411F.

Note: Text messages, displayed to the crew until acknowledged, are acceptable.

Ref: DO-260B 3.2.8.1 and DO-282B para. 3.1.9

Ref: FAA AC 20-165 Para Appendix 2 para. 3.e.(3), and Appendix 2 para. 4.b

3.1.5 ADS-B Related Aircraft Systems and Sensors

Aircraft systems and/or sensors, which supply flight environment data to the ADS-B system, SHALL be selected to meet the accuracy, range, and resolution requirements appropriate to the required performance. (Threshold = Objective) Ref: RTCA/DO-260B para. 3.4, amended, DO 282B para. 3.5, amended

3.1.6 ADS-B Antennas

Two antennas SHALL be required.

The system SHALL transmit each required type of ADS-B message alternately from top and bottom antennas.

Aircraft with FAA TYPE/CLASS/SERIES classification, with no combat role contemplated, may follow Title 14 CFR part 91 requirements permitting single bottom-mounted antenna configurations in accordance with TSO’s and approved installation data. This applies to aircraft that maintains their Supplemental Type Certificates (STC).

Ref: AIMS 03-1000A para. 3.2.2 (this requires DOD aircraft to have two antennas.), DO-260B para. 2.2.13.6.1, 2.2.13.6.2c;14 CFR part 91.

3.1.7 Call Sign/Flight Identification (ID)

The term “aircraft call sign” is the designation assigned to an aircraft for voice communications with the air traffic services provider. Call sign and flight ID are used interchangeably.

The ADS-B system SHALL use the same aircraft call sign/flight ID that is used in Mode S Elementary Surveillance. (Threshold = Objective)

The systems SHALL have a single point of entry for the emergency code, IDENT, and Mode 3/A code.

Note: Each aircraft integrated with Mode S Elementary Surveillance functionality possesses the capability for the aircrew to enter the aircraft call sign as listed in the flight plan.

Ref: CNO FRD for Mode S para. 3.1.7, 2.2.8.2.6 & 2.2.3.2.5, Table 2-90, Fig. 2-6, FAA AC 20-

3.1.8 General ADS-B Required Parameters

The aircraft’s WGS-84 position SHALL be derived from aircraft’s GPS sensor as required in paragraph 3.1.3 & 3.1.3.1. (Threshold = Objective)

The ADS-B transmissions SHOULD be time-mark coupled to the GPS UTC. (Threshold = Objective)

Note: If ADS-B transmissions are not time-mark coupled to the GPS UTC, then a latency analysis is required.

There SHALL be no adverse interactions between ADS-B and existing aircraft systems.

(Threshold = Objective)

The parameters listed in Table 1 SHALL be populated in accordance with RTCA DO-260B.

(Threshold = Objective)

Many of the aircraft parameters required for ADS-B reports are already integrated in aircraft with Mode S Elementary Surveillance (ELS). Fixed parameters are set as part of the integration and not changed. Dynamic parameters are either entered by the flight crew or continuously recalculated during flight. Table 1 lists both ELS parameters and additional parameters which SHALL be integrated and are restated here for emphasis.

Table 1: ADS-B Parameters

Minimum Message Element Set

Fixed or Dynamic¹

1090ES DO-260B Reference Paragraphs

UAT DO-282B Reference Paragraphs

NIC² D

DO-260B: Table 2-14, 2.2.8.1.16 & 2.2.3.2.7.2.6 , Table 2-69, 2.2.3.2.3.1.5, DO-282B: 2.2.4.5.2.4, Table 2-17

NICBARO² F DO-260B: 2.2.3.2.7.2.10, Table 2-73

DO-282B: 2.2.4.5.4.11, Table 2-

Barometric Altitude² D AC 20-165 Para 3-4; (1090ES) DO-260B para. 2.2.3.2.3.4.1, Table 2-14, 3.4.2

AC 20-165 Para 3-4; DO-282B:

2.2.4.5.2.2, Table 2-15, 2.2.4.5.2.3, Table 2-16

Geometric Altitude [Height Above Ellipsoid

(HAE)]²

D

FAA AC 20-165 Appendix 1 Para 7, Appendix 2 3. j, DO-260B:

2.2.3.2.3.4.2 & 2.2.3.2.3.4.3 & 2.2.3.2.3.1, Table 2-14

FAA AC 20-165 Appendix 1 Para 7, Appendix 2 3. j, , DO-282B:

2.2.4.5.2.2, 2.2.4.5.2.3

NACP² D

Title 14 CFR Part 91.227; DO- 260B: 2.2.3.2.7.1.3.8, Fig. 2-10, 2.2.3.2.7.2.7.2.7, Table 2-70

Title 14 CFR Part 91.227; DO- 282B: 2.2.4.5.4.9, Table 2-48

NACV² D Title 14 CFR Part 91.227;

RTCA/DO-260B para. 2.2.3.2.6, Title 14 CFR Part 91.227; DO- 282B: 2.2.4.5.4.10, Table 2-49

Fig. 2-7, 2.2.3.2.6.1.5, Table 2-22

SIL² F Title 14 CFR Part 91.227; DO- 260B: 2.2.3.2.7.2.9, Table 2-72

Title 14 CFR Part 91.227; DO- 282B: 2.2.4.5.4.6, Table 2-46

SILSUPP² F DO-260B: 2.2.3.2.7.1.3.1, Table 2-41.

DO-282B: 2.2.4.5.4.19, Table 2-

GVA² D AC 20-165 para. 3.3 c (9); DO- 260B: 2.2.3.2.7.2.8, Table 2-71

AC 20-165 para. 3.3 c (9); DO- 282B: 2.2.4.5.4.17, Table 2-54

SDA F

Title 14 CFR Part 91.227; DO- 260B: 2.2.3.2.7.2.9 (definition), 2.2.3.2.7.2.4.6, Table 2-65

Title 14 CFR Part 91.227; DO- 282B: 2.2.4.5.4.8, Table 2-47

Emitter Category² F DO-260B: 2.2.3.2.5.2 & 2.2.8.2.7, Fig. 2-6, Table 2-19, Table 2-93 DO-282B: 2.2.4.5.4.1, Table 2-42

Latency2 F DO-260B: 2.2.5.2 DO-282B: 2.2.7.2

Aircraft Length and Width F DO-260B: 2.2.3.2.7.2.11, Table 2-74

DO-282B: 2.2.4.5.2.7.2, Table 2-

Latitude and Longitude D DO-260B: 2.2.3.2.3, Fig. 2-3, A.1.4.2.2 and A.1.7

DO-282B: 2.2.4.5.2.1, Table 2- 14, Fig. 2-6

Velocity D DO-260B: 2.2.3.2.6, Fig. 2-7 & Fig. 2-8

DO-282B: 2.2.4.5.2.6,

2.2.4.5.2.6.1, 2.2.4.5.2.6.3, Tables 2-19 through 2-26, 2.2.4.5.2.7, Tables 2-30 through 2-33

TCAS Installation F DO-260B: 2.2.3.2.7.1.3.17, Table 2-53

DO-282B: 2.2.4.5.4.12, Table 2- 51, 2.2.4.5.4.12.3

TCAS Resolution Advisory (RA) Active D DO-260B: 2.2.2.3.2.7.2.4.2, Fig.

2-63 DO-282B: 2.2.4.5.4.13, Table 2- 52, 2.2.4.5.4.13.1

Mode 3/A Code D DO-260B: 2.2.3.2.7.8.1, Fig. 2- 14, Fig. A-8a DO-282B: not applicable

Flight ID (Call sign) D

FAA AC 20-165, DO-260B:

2.2.8.2.6, 2.2.3.2.5, 2.2.3.2.5.3, Table 2-90, Fig. 2-6

DO-282B: 2.2.4.5.4.14,

2.2.4.5.4.2, Table 2-43

Emergency D DO-260B: 2.2.3.2.7.8.1, Fig. 2- 14, Fig. A-8a DO-282B: 2.2.4.5.4.4, Table 2-44

IDENT D

DO-260B: 2.2.3.2.7.2.4 &

2.2.3.2.7.2.4.3 & 2.2.5.1.30, Table 2-63

DO-282B: 2.2.4.5.4.13.2

24-bit aircraft address F DO-260B: 2.2.5.1.1.1 & 2.2.3.2.1.5, Fig. 2-2

DO-282B: 2.2.4.5.1.3,

2.2.4.5.1.3.1

ADS-B Receive Capability F DO-260B: 2.2.3.2.7.2.3.3 & 2.2.5.1.23, Table 2-58

DO-282B: 2.2.4.5.4.12, Table 2- 51, 2.2.4.5.4.12.1, 2.2.4.5.4.12.2

Air/Ground Status D DO-260B: 2.2.5.1.3 & 2.2.3.2.1.2, Table 2-8

DO-282B: 2.2.4.5.2.5, Table 2- 18, 2.2.4.5.2.5.1, 2.2.4.5.2.5.2

¹ Dynamic parameters are either entered by the flight crew or continuously recalculated during flight.

Fixed parameters are set as part of the integration and not changed.

² Minimum Message Element Sets that are later defined in section 3.1.9 Ref: Title 14 CFR Part 91.227, DO-260B, DO-282B and FAA AC 20-165 Appendix 1, para. 1

3.1.9 ADS-B Report Parameters, Accuracy, and Integrity

3.1.9.1 Navigation Integrity Category (NIC)

Navigation Integrity Category (NIC) specifies aircraft integrity containment often referred to as ‘Containment Radius (RC)’ which is the maximum error for the broadcast position. Horizontal Protection Level (HPL) may be used to represent RC for GPS sensors.

The navigation system SHALL provide a NIC of seven (7) which equates to an RC of less than 0.2

nm. (Threshold = Objective)

Ref: Title 14 CFR Part 91.227, RTCA/DO-260B, Table 2-14, para. 2.2.8.1.16, para. 2.2.3.2.7.2.6, Table 2-69, 2.2.3.2.3.1.5, RTCA/DO-282B, 2.2.4.5.2.4, Table 2-17 and RTCA/DO242A Change 1.

3.1.9.2 Barometric Altitude Integrity Code (NICBARO)

Barometric Altitude Integrity (NICBARO) indicates whether or not the barometric pressure altitude reported in the Airborne Position Message has been cross-checked against another source of pressure altitude.

All aircraft SHALL encode NICBARO in accordance with appropriate references below. (Threshold = Objective)

Gillham encoded altitude SHOULD not be used for ADS-B functionality.

Note: NICBARO should be set to zero when a Gillham encoded altitude source is utilized and that source is not crosschecked with another altitude source or if a crosschecked Gillham altimeter identifies an error.

Note: NICBARO should be set to one when a certified, non-Gillham altitude source is utilized or when a Gillham altitude source has been crosschecked against another source of pressure altitude and verified as being consistent.

Note: Gillham = Gilham in RTCA DO-260B.

Ref: RTCA/DO-260B para. 2.2.3.2.7.2.10, Table 2-73, Appendix A-A.1.4.9.10; or RTCA/DO-282B para. 2.2.4.5.4.11, Table 2-50;

3.1.9.3 Barometric Altitude

Barometric altitude used for the ADS-B broadcast SHALL be from the same source as the barometric altitude used for the transponder Mode C and Mode S replies if an altitude encoding transponder is installed in the aircraft. (Threshold = Objective)

The ADS-B system SHALL only use barometric pressure altitude relative to a standard pressure of 1013.25 millibars (29.92 in Hg.) (Threshold = Objective)

Ref: AC 20-165 Para 3-4; (1090ES) DO-260B para. 2.2.3.2.3.4.1, Table 2-14, 3.4.2 (amended);

(UAT) DO-282B: 2.2.4.5.2.2, Table 2-15, 2.2.4.5.2.3, Table 2-16, 3.5.3

3.1.9.4 Geometric Altitude

The position source SHALL have a geometric altitude output referenced to the WGS-84 ellipsoid. (Threshold = Objective)

Ref: FAA AC 20-165 Appendix 1 Para 7, Appendix 2 3. j, (1090ES) DO-260B: 2.2.3.2.3.4.2 &

2.2.3.2.3.4.3 & 2.2.3.2.3.1, Table 2-14, (UAT) DO-282B: 2.2.4.5.2.2, 2.2.4.5.2.3

3.1.9.5 Navigation Accuracy Category for Position (NACp)

The NACp specifies the accuracy of the aircraft's horizontal position information (latitude and longitude). All aircraft using GPS positioning information use the 95 percent probability Estimated Position Uncertainty (EPU) provided by the GPS receiver to determine NACP.

The navigation system SHALL be capable of providing an EPU less than 0.05 nautical miles (92.6 meters) which equates to a NACP of 8 for ADS-B airspace participation. (Threshold = Objective)

Ref: Title 14 CFR Part 91.227; (1090ES) DO-260B: 2.2.3.2.7.1.3.8, Fig. 2-10, 2.2.3.2.7.2.7.2.7, Table 2-70 or (UAT) RTCA/DO-282B para. 2.2.4.5.4.9, Table 2-48

3.1.9.6 Navigation Accuracy Category for Velocity (NACv)

The NACv is a measured value similar to the NACp value except that it applies to the computed velocity error derived from the positioning source or navigation system.

The positioning source or navigation system SHALL be capable of providing a NACV of 1 which is defined as less than 10 meters/second velocity error with 95 percent probability for ADS-B airspace participation. (Threshold = Objective)

Ref: Title 14 CFR Part 91.227; RTCA/DO-260B para. 2.2.3.2.6, Fig. 2-7, 2.2.3.2.6.1.5, Table 2-22, or (UAT) RTCA/DO-282B para. 2.2.4.5.4.10, Table 2-49

3.1.9.7 Source Integrity Level (SIL)

Source Integrity Level specifies the probability that the position error may be larger than the reported NIC, without alerting and assuming no avionics faults. The SIL may be configured at the time of installation. SIL is typically based on the design assurance level of the ADS-B Out avionics and its navigation position sensor. While a NIC value varies based on computed navigation sensor position, SIL is typically a static (unchanging) value for the ADS-B Out avionics. For example, while the NIC is dependent on the satellite constellation (or number of available satellites), the SIL's reporting of the installed ADS-B avionics is not dependent upon the satellite constellation and would not be affected by changes in the number of available satellites being used in the derived position.

NIC, NAC, and SIL provide a level of accuracy and integrity with respect to the information transmitted in the ADS-B Out message that would enable ATC to provide improved surveillance and separation services based on the information it receives from the aircraft.

The navigation system SHALL provide a SIL equal to three (3) as required by Title 14 CFR Part

91.227 indicating that the probability of the position error being larger than the reported NIC without alerting and assuming no avionics faults will be equal to or less than 1 x 10-7 per flight hour or per sample. (Threshold = Objective)

Note: For GPS position sources the HPL is provided with the probability of 1 X 10-7 per hour which should be used to set the SIL to three (3).

Ref: Title 14 CFR Part 91.227; RTCA/DO-260B para. 2.2.3.2.7.2.9, Table 2-72 or RTCA/DO-282B para. 2.2.4.5.4.6, Table 2-46.

3.1.9.8 Source Integrity Level Supplement (SILSUPP)

SILSUPP is either ZERO or ONE based on whether the position source probability of exceeding the reported integrity value is calculated on a per hour basis or per sample basis. ADS-B systems interfaced with a GPS position source SHALL preset SILSUPP to ZERO, as GPS position sources use a per hour basis for integrity. (Threshold = Objective)

Ref: (1090ES) RTCA DO-260B para. 2.2.3.2.7.1.3.1, Table 2-41, (UAT) DO-282B: 2.2.4.5.4.19, Table 2-63.

3.1.9.9 Changes in Performance

Changes in NACP, NACV, SDA and SIL SHALL be broadcast within 10 seconds of the change.

(Threshold = Objective)

Changes in NIC SHALL be broadcast within 12 seconds of the change. (Threshold = Objective)

Ref: Title 14 CFR Part 91.227

3.1.9.10 Geometric Vertical Accuracy (GVA)

The GVA field SHALL be set using the Vertical Figure of Merit (VFOM) from the GPS position source in accordance with RTCA DO-260B and DO-282B. Estimated Vertical Error (EVE) scaled to 95 percent can be used as VFOM to set GVA. (Threshold = Objective)

Ref: AC 20-165 para. 3.3 c (9); RTCA/DO-260B para. 2.2.3.2.7.2.8, Table 2-71 or RTCA/DO-282B para. 2.2.4.5.4.17, Table 2-54.

3.1.9.11 System Design Assurance (SDA)

System Design Assurance (SDA) indicates the probability of an avionics fault causing the reported horizontal position to exceed the radius of containment defined in the NIC, without alerting. The position transmission chain includes the ADS-B processing equipment, position source, and any other equipment that processes the position data and position quality metrics that will be transmitted. The supported failure condition will indicate the probability of ADS-B system fault causing false or misleading information to be transmitted.

An analysis SHALL be performed for each aircraft to compute the SDA Value to be encoded in the broadcast report. (Threshold = Objective)

The SDA SHALL be available for transmission. (Threshold = Objective)

The position transmission chain SHALL be capable of providing an SDA of 2 as required by Title 14 CFR Part 91.227. (Threshold = Objective)

An SDA value of two (2) characterizes a major failure. A major failure is defined as an un-annunciated transmitter system failure which causes incorrect ADS-B messages to be broadcast.

In accordance with DO-260B Table 2-65 and DO-282B Table 2-47, to achieve an SDA value of two (2), the probability of an undetected fault causing transmission of false or misleading information, which is defined as a major failure, must be ≤ 1x10-5 per flight hour. An un-annunciated failure resulting in loss of function is considered minor.

The supported failure condition will indicate the probability of position transmission chain fault causing false or misleading information to be transmitted. The definitions and probabilities associated with the supported failure effect are defined in FAA AC 29-2C.

All relevant systems attributes should be considered including software and complex hardware in accordance with RTCA DO-178B Level C or RTCA DO-254 or comparable processes.

Ref: Title 14 CFR Part 91.227; RTCA/DO-260B para. 2.2.3.2.7.2.4.6, Table 2-65, para.

2.2.3.2.7.2.9 or RTCA/, DO-282B para. 2.2.4.5.4.8 Table 2-47; AC 20-165 section 3-1 and Appendix 1 para. 6 and Figure 9; and TSO-166b para. 3.b (1090ES) or TSO-154c para. 3.b

(UAT).

3.1.9.12 Emitter Category

Emitter category designates a characterization of an emitting platform. For powered fixed wing aircraft, this is based on maximum takeoff weight. Other characterizations include: emergency vehicle, glider, rotorcraft, etc.

If the aircraft falls into more than one Emitter Category, the category that best represents the aircraft for wake turbulence considerations SHALL be selected. (Threshold = Objective)

Ref: DO-260B para. 2.2.3.2.5.2 and 2.2.8.2.7, Figure 2-6, Table 2-19, Table 2-93 or (UAT) DO- 282B: 2.2.4.5.4.1, Table 2-42

3.1.9.13 Latency

Latency is the time lag between the time that position measurements are taken to determine the aircraft’s position, and the time that the position information is transmitted by the aircraft’s ADS–B transmitter. Uncompensated latency is the time for which the aircraft does not make adjustments for latency.

Note: Do not calculate latency as defined in DO-260B and DO-282B (uses time of applicability) but calculate it in accordance with 14 CFR 91.227 (time of measurement).

The aircraft’s position SHALL be formatted for broadcast within the aircraft’s ADS-B transmitter. (Threshold=Objective)

The total latency of the position transmission chain SHALL be less than or equal to 2.0 seconds as required by Title 14 CFR Part 91.227. (Threshold = Objective)

Within those 2.0 seconds of total latency, uncompensated latency SHALL be less than or equal to 0.6 seconds. (Threshold = Objective) The avionics must compensate for any latency above

0.6 seconds up to the maximum of 2.0 seconds by extrapolating the position to the time of transmission.

The aircraft SHALL transmit its position and velocity at least once per second while airborne or moving on the airport surface. (Threshold = Objective)

The aircraft SHALL transmit its position and velocity at least once every five seconds while stationary on the airport surface. (Threshold = Objective)

Ref: Title 14 CFR Part 91.227; RTCA/DO-260B Section 2.2.5.2 or RTCA/DO-282B Section 2.2.7.2.

3.1.9.14 Installation of Both UAT and 1090ES ADS-B

If the aircraft has ability to operate a 1090ES and a UAT ADS-B Out system at the same time, the systems SHALL have a single point of entry for the emergency code, IDENT, and Mode 3/A code.

Note: The FAA recommends that both 1090ES and UAT ADS-B Out capability not be installed on the same aircraft.

Ref: FAA AC 20-165

3.2 1090ES SPECIFIC REQUIREMENTS

This section provides additional information and requirements for the 1090ES datalink.

3.2.1 Minimum Transmit Power at the Terminal of the Antenna

The 1090ES ADS-B transmit power SHALL be a minimum power of 125 watts at the antenna.

(Threshold = Objective)

Ref: AC 20-165.

3.2.2 Filling the Comm-B Data Selector (BDS) Registers with Aircraft Parameters Downlink Format 17 (DF 17) from DO-260B SHALL be the format for 1090ES.

The format and coding for ADS-B Extended Squitter messages SHALL be in accordance with RTCA/DO-260B, Appendix A. (Threshold = Objective)

The registers listed in Table 2 SHALL be populated in accordance with RTCA DO-260B unless noted. All registers are thresholds unless otherwise marked.

TABLE 2: Comm-B Data Selector (BDS) Registers to be filled for 1090ES ADS-B1

Comm-B Data Selector

(BDS)

DO-260B

References

Doc 9871 References

Extended squitter airborne position BDS Register 0,5 Figure A-1 Table A-2-5 Extended squitter surface position BDS Register 0,6 Figure A-2 Table A-2-6 Extended squitter status BDS Register 0,7 Figure A-3 Table A-2-7 Extended squitter identification and category

BDS Register 0,8 Figure A-4 Table A-2-8

Extended squitter airborne velocity (over ground)

BDS Register 0,9 subtypes 1 and 22

Figure A-5 Table A-2-9a

Extended squitter event-driven information (Emergency Status, and TCAS/ACAS Info)

BDS Code 0,A

BDS 6,1

Figure A-7 Figures A-8a, A-8b

Table A-2-10 Table A-2-97

Aircraft Operational Status BDS 6,5 Figure A-10 Table A-2-101 Datalink capability report BDS Register 1,0 NA Table A-2-16 Common usage capability report BDS Register 1,7 NA Table A-2-23

Notes:

1. Table 2 augments Table 1.

2. BDS Register 0,9 Subtypes 3 and 4 are not required for aircraft with GPS as the positioning source.

Ref: RTCA/DO-260B, Appendix A, ICAO Doc 9871.

3.2.3 Mode S Transponder 1090ES Requirements

Aircraft SHALL not have both IFF/Mode S capable transponder with a separate 1090ES MHz ADS-B (Out) transmitter. DO-260B para. 1.2.4.1.2 prohibits non-transponder based 1090 ADS- B (Out) in aircraft equipped with Mode S transponders.

Aircraft which will operate globally SHALL have 1090 ADS-B (Out).1

The Mode S transponder used for 1090ES ADS-B Out SHALL be certified in accordance with the Functional Requirements Document for Mode Select, as well as the functionality identified in DO-260B Sections 2.2 and 3. (Threshold = Objective)

Register squitter transmissions SHALL be emitted as specified in RTCA DO-181E 2.2.23.3 and 2.2.23.4.

Note: Operational requirement may dictate the use of UAT in some regions.

Ref: RTCA/DO-260B, para. 1.2.4.1.2, Section 2.2, and Section 3, amended, RTCA DO-181E para. 2.2.23.13 and para. 2.2.23.4.

3.2.4 1090 ES ADS-B Message Broadcast Rates The maximum ADS-B Message transmission rate for Mode S transponder-based ADS-B transmitters SHALL be less than or equal to 6.2 transmitted messages per second averaged over any 60 second interval, distributed as required by RTCA/DO-181E, Section 2.2.23.1.3. (Threshold = Objective) The maximum total number of Extended Squitters (DF=17) emitted by any Extended Squitter installation SHALL not exceed 6.2 per second averaged over any 60 second interval, except during an emergency condition as stated in DO-181E, Section 2.2.23.4.

The requirement for the update intervals (often referred to as rates in RTCA DO-260B) for the BDS registers SHALL be as defined in RTCA/DO-260B Table 2-79 (replicated below in Table 3).

(Threshold = Objective)

When enabling 1090ES ADS-B, the transponder SHALL commence operation when data is inserted into the transponder’s BDS registers listed in RTCA/DO-260B Table 2-79 (replicated below in Table 3). (Threshold = Objective)

Transmitters are limited to no more than two (2) Event Driven messages per second. Therefore the average of two (2) Airborne Position, two (2) Airborne Velocity, 0.2 Identification, and 2 Periodic Status and Event Driven messages SHALL yield the maximum 6.2 messages per second averaged over a 60 second interval.

TABLE 3: 1090ES ADS-B Message Broadcast Rates

Broadcast Rate

Transponder Register

Event-Driven Message Priority

1090ES ADS-B Message On-the- Ground

Not moving

On-the- Ground and moving Airborne

BDS 0,5 N/A Airborne Position N/A N/A 2 / 1 second (0.4 – 0.6 sec)

BDS 0,6 N/A Surface Position

LOW RATE

1 / 5 seconds

(4.8 – 5.2 sec)

HIGH RATE

2 / 1 second

(0.4 – 0.6 sec) N/A

BDS 0,8 N/A Aircraft Identification and Category

LOW RATE

1 / 10 seconds (9.8 – 10.2 sec)

HIGH RATE

1 / 5 seconds

(4.8 – 5.2 sec)

HIGH RATE

1 / 5 seconds

(4.8 – 5.2 sec)

BDS 0,9 N/A Airborne Velocity N/A N/A 2 / 1 second (0.4 – 0.6 sec)

BDS 6,1 TCAS RA = 1

Emergency = 2

Aircraft Status (Emergency/Priority Status, Subtype=1) (TCAS RA Broadcast, Subtype=2)

TCAS RA or Mode A Code Change

0.7 – 0.9 seconds

No TCAS RA, No Mode A Code Change

4.8 – 5.2 seconds

BDS 6,2 N/A Target State and Status (TSS) N/A N/A N/A

BDS 6,5 N/A Aircraft Operational Status 4.8 – 5.2 seconds

No change

NICSUPP/NAC/SIL

2.4 – 2.6 seconds

TSS being broadcast or not No change TCAS/NAC/SIL/NICSUPP

2.4 – 2.6 seconds

Change in

NICSUPP/NAC/SIL

0.7 – 0.9 seconds

TSS being broadcast Change in TCAS/NAC/SIL/NICSUPP

2.4 – 2.6 seconds TSS not broadcast2

Change in TCAS/NAC/SIL/NICSUPP

0.7 – 0.9 seconds

Note: Equipage Class B0 and B1 equipment (these are classes that all Navy aircraft fall under) are not required to provide BDS 6,2 Target State Reports.

Ref: RTCA DO-260B Table 2-79 & para. 2.2.9.1.; RTCA DO-260B, para. 2.2.3.3.1.3

3.2.5 Special Mode 3A Requirement

When the Mode A Code is set to “1000,” the 1090ES Transmitting Subsystem SHALL disable the transmission of the Mode A Code and broadcast the “Emergency/Priority Message” in accordance with para. 2.2.3.3.1.4.3.1.1 only when an emergency is declared. Otherwise, the Mode A Code transmission is enabled and the broadcast rates of para. 2.2.3.3.1.4.3.1.2 apply.

(Threshold = Objective)

Ref: RTCA DO-260B 2.2.3.3.1.4.3.1, and RTCA DO-260B 2.2.3.3.1.4.3.1.2

3.3 UAT SPECIFIC REQUIREMENTS

3.3.1 Minimum Transmit Power at the Terminal of the Antenna

The UAT minimum transmit power SHALL be a minimum of 16 watts at the antenna per Title 14 CFR Part 91.227. (Threshold = Objective)

Ref: AC 20-165

3.3.2 UAT Mutual Suppression

UAT ADS-B equipment SHALL interface to the mutual suppression bus.

The UAT SHALL drive the mutual suppression bus during UAT transmissions so that other L Band systems installed in the aircraft can desensitize their receivers during UAT transmissions.

(Threshold = Objective) Installations with ATCRBS or Mode S transponders SHALL ensure that the transponder is connected to the mutual suppression bus to prevent unsolicited replies from being generated by the transponder during UAT transmissions. (Threshold = Objective) UAT equipment SHALL not receive from the mutual suppression bus. (Threshold = Objective)

Ref: DO-282B para. 3.1.11

APPENDIX A. ACRONYMS AND ABBREVIATIONS

µs microseconds 1090ES 1090 Extended Squitter ADS-B Automatic Dependent Surveillance – Broadcast

AIMS Air Traffic Control Radar Beacon System, Identification Friend or Foe, Mark XII/XIIA System ATC Air Traffic Control ATCRBS Air Traffic Control Radar Beacon System ATM Air Traffic Management BDS Comm-B Data Selector CDTI Cockpit Display of Traffic Information CHG Change CNO Chief of Naval Operations CNS/ATM Communications, Navigation, Surveillance/Air Traffic Management

DF Downlink Format DoD Department of Defense EHS Enhanced Surveillance ELS Elementary Surveillance ES Extended Squitter

EUROCONTROL European Organization for the Safety of Air Navigation FAA Federal Aviation Administration FIS-B Flight Information System - Broadcast FL Flight Level in hundreds of feet (FL100=10,000 feet) FRD Functional Requirements Document

GPS Global Positioning System GVA Geometric Vertical Accuracy

HPL Horizontal Protection Limit ICAO International Civil Aviation Organization ID Identification IFF Identification Friend or Foe

Mbps Megabits Per Second

MHz Megahertz Mode S Mode Select

MSO Message Start Opportunities

NACp Navigation Accuracy Category for Position NACv Navigation Accuracy Category for Velocity NAS National Airspace System

NIC Navigation Integrity Category NICBARO Barometric Altitude Integrity Code

PPS

RA

Precise Positioning Service Resolution Advisory

RAIM Receiver Autonomous Integrity Monitoring RC Radius of Containment RTCA RTCA, Inc., Formerly Radio Technical Commission for Aeronautics

SDA System Design Assurance

SIL

SPS

Source Integrity Level

STDMA Self-organizing Time Division Multiple Access

TCAS Traffic Alert and Collision Avoidance System TIS-B Traffic Information Services – Broadcast TSO Technical Standard Order UAT Universal Access Transceiver

UTC Coordinated Universal Time VFOM Vertical Figure of Merit (GPS) WAAS Wide Area Augmentation System