Flashcards in S6, C1 - Thales Radar And Eurocat Data Processing System Deck (40):
The APM is:
Approach Path Monitor:
Provides a vertical view of the glide slope for the selected arrival runway in use, allowing aircraft to be monitored against a representation of the ILS glide slope.
The level values (Y-axis) represent height above the touch down point (QFE reference). The level value displayed in the track label is altitude (QNH reference).
The APM shall...
...be displayed so as not to obscure the final approach or climb out path.
The window may be moved or closed temporarily when necessary, but must be restored ASAP.
During runway 07 operations it must be displayed when possible due to the proximity of EGAL.
Failure of the ATM display in the VCR:
- withdraw the ATM
- no requirement to call ENG out
- update log book and handover sheet
ATM failure procedures as specified in MATS2 should be used.
Range checks from APR to ADC
Airborne times from ADC to APR
APR identify and validate/verify IFR departures
Failure of SAMOS/Met displays:
ADC shall pass the wx verbally on request and verify the QNH from the DD50
(Pressures are always rounded down)
The DEO must be informed as he QNH link has to be detached before manual entries from the ATM can be made.
If eng is unmanned, the on-call engineer will be required to attend as the radar height readouts will be in relation to the last known QNH by the system.
Therefore, if there is a QNH change the altitude/level readouts may be incorrect.
Until SAMOS has been restored or manual QNH entries made possible, controllers must exercise caution when applying vertical separation.
Particular attention is needed when the pressure is low, or close to that which would dictate a min stack level change.
The radar operator may select combinations of radar data with the following primacy:
1. Belfast PSR and SSR
2. Belfast PSR only and ORRD SSR
3. Belfast PSR only
4. Belfast SSR only (only to be used when PSR is unavailable)
5. ORRD SSR (only to be used when PSR is unavailable)
When crow hill radar data is selected, the labels will be blue in colour
The following table indicates the services (IAW CAP774) that will be available dependant on the status of the radar equipment:
PSR - Yes
SSR ONLY - Yes
NON-RADAR - Yes
PSR - Yes
SSR ONLY - Yes, LIMITED
NON-RADAR - No
PSR - Yes
SSR ONLY - No
NON- RADAR - No
PSR - No
SSR ONLY - No
NON- RADAR - No
An SSR failure will be indicated by...
...the loss of SSR target symbols (square) and labels, leaving primary targets only (cross).
In the event of a Belfast SSR failure...
...full radar handovers shall be given to Aldergrove on all Belfast TMA arrivals and overflights.
Aldergrove will continue to use silent the handover procedures for departures.
Use of PSR only imposes an additional workload and APC may request that PC retains traffic which should be routed to the appropriate hold until hey have sufficient capacity to accept further handovers.
Additionally, Crow Hill SSR dats may be selected (if available) and used to overlay the Belfast PSR.
When using Belfast PSR and Crow Hill SSR, ATCOs are to be aware that:
- the 2 radars have different rotation rates and therefore the SSR label will be updated at a different rate from the information normally provided by Belfast SSR.
- there is likely to be a difference in Belfast PSR and Crow Hill SSR target positions
- where the local Belfast PSR is selected with the ORRD SSR , surveillance separation may only be provided between Belfast PSR targets. ORRD SSR data may only be used for label information.
If Crow Hill is unavailable a PSR only Service shall be provided.
Belfast Radar - Alignment Checking:
The primary radar uses permanent echoes (PE) to check alignment.
For all modes of operation a means of verifying alignment is required; this can be achieved through the use of range and bearing from the ARP.
Primary detection is poor in the vicinity of the PEs. The location of the PEs has been selected to be outside CAS.
An ATCO offering UKFIS within 5nm of a PE shall limit the service being provided (as a primary only aircraft operating in this area may not be displayed)
E.g. "...Reduced TI due to the limiters of surveillance coverage"
Permanent Echoes for PSR:
14.1nm +/- 0.5nm at 021deg +/- 1deg (545255N/0060601W)
27.9nm +/- 0.5nm at 294deg +/- 1deg (544818N/0065819W)
31.1nm +/- 0.5nm at 204deg +/- 1deg (541007N/0063018W)
The capability of PSR ops must be restricted to within 40nm in the event of 2 power module failure as described within the RCMS procedures.
Site Monitor for SSR:
Belfast SSR site monitors are both on a bearing of 260deg.
(7777) 20.5nm (543405N/0064647W)
(7776) 30.5nm (543129N/0070322W)
The tolerance of the measuring tool is 1deg and 0.5nm.
Belfast PSR and SSR total failure will be indicated by:
- DP and/or SNMAP warnings in the GIW
- Red background to the Belfast sensor in the GIW
- Freezing of the target positions and labels
Track history plots will decay and the PSR/SSR target symbol will be replaced with an 'aged track' (egg timer symbol)
Immediate actions following Belfast PSR/SSR total failure:
APR must select Crow Hill radar source on all positions and carry out SSR-only actions
The accuracy of the ORRD SSR return is determined by the...
...SSR Far Field Monitor (FFM).
- It is an SARG requirement that this Monitor is displayed at all times during SSR only operations. Therefore, the Monitor must be visible to the ATCO during SSR only operations. This must be achieved by displaying the FFM on the CWP in operational use.
- Continued checks of the FFM at HOW/TOW must also continue
- If the FFM fails then radar services must be withdrawn
- If the FFM is out of tolerance, radar services must be withdrawn
There are 2 FFMs...
...both on a bearing of 253deg.
1. 63.1nm (541515N/0075245W)
2. 73.2nm (541112N/0080822W)
The tolerance of the measurement tool is 1deg and 0.5nm.
The absence of any of these alignment checks means the system in use shall be withdrawn from service.
In the case of the combined Belfast PSR and SSR, one or other of the means of verifying alignment is adequate.
For Crow Hill, end to end monitoring of the SSR performance is achieved using a FFM. As well as being monitored internally 24h a day by FMC Swanwick, the FFM detections can be used by ATC to monitor the radar alignment.
When PSR is not available, SSR data only may be used to provide separation subject to the following conditions:
1. Reminder/blocker strip displayed
2. Minimum lateral separation shall be 5nm
3. A minimum of 6 trail dots/history shall be selected
4. Pilots shall be made aware of the limitations of the service, using ATIS transmissions in the short term and NOTAM action in the longer term.
The following info shall be disseminated:
A) radar service is being provided using SSR data only
B) ATC are using increased separation minima which may cause delays and require holding
C) SRA approaches are not available
5. Standing agreement/free-flow procedure will not be suspended but PC and EGAC will be informed of A-C above
6. Non-transponding aircraft within CAS will receive an air traffic control service as per M1, S1, C1
7. Once inside CAS, IFR flights shall be vectored to remain within such CAS and descent shall be given IAW the contingency ATC SMAC procedures
8. APR will advise all IFR aircraft on first contact that "radar service are being provided using SSR only data"
9. A limited TS may be provided IAW CAP774, subject to workload. The following phraseology must be used when providing this service:
"...reduced TI, Radar services are being provided using SSR only data"
The DEO shall be advised.
PSR failure will be indicated by...
...the loss of PSR target symbols (cross) leaving SSR targets only (square) and the DEO shall be advised.
A full SSR label will consist of 4 lines as described below:
1. Line 1 shows alerts. This line is opened automatically when it contains at least one alert and is automatically closed when it contains no alerts.
- ACAS alert: RA
- EUROCAT alert: STCA/MSAW/AFDA/DAIW/AIW (in priority order, high to low)
- the track displays an unacknowledged alert indicator "*" when an alert is raised for a track.
The alert indicator is removed when all alerts for the track have been acknowledged.
Alerts may be acknowledged individually using the alert window, or all alerts for a track may be acknowledged at the same time using the Alert Ack input from the pop up menu.
Within this field, the alert information is coded as follows (highest priority first):
- SSR emergency: HIJ, RCF, EMG
- Normal wng colour: Yellow...RA, STCA, MSAW, AFDA, DAIW, AIW, HIJ, RCF
- Highlight wng colour: Red...not used
- target label will show the text in yell e and the target and label will blink. Callsign pairing is retained on line 2.
2. Line 2 shows the SSR code. Mode A info (Axxxx) or the paired callsign
3. Line 3 shows Mode C level info:
A-altitude, F-Flight level, ?-garbled, blank if no Mode C
Rate of climb (+), rate of descent (-) in hundreds ft/min
Exit code/destination and Mode S SFL
In the event an aircraft does not have Mode C available, the second line will be displayed as '-'
4. Line 4 shows Mode S DAPs. This line is not normally shown and is user selectable.
Depending on the level of aircraft equipage (Enhanced or Elementary) the following Mode S data may be available:
1. Downloaded selected altitude (DSA) which will always be displayed when available
2. Ground speed (GS) - for secondary radar tracks, the label contains the calculated aircraft ground speed in knots.
3. Indicated airspeed (IAS)
4. Magnetic heading (HDG)
The DSA is permanently displayed (where available) at the end of line 3 of the label. IAS, GS, HDG are shown on line 4 which is user selectable.
Mode S data is not available from Crow Hill.
Detail DSA, Downloaded Selected Altitude:
1. FCU/MCP or FMS selected altitude, as downloaded from the aircraft via MODE-S DAPs, displayed as 3 decimal digits up to 655 (hundreds of feet).
This field is displayed irrespective of any manual input to display/hide the DAP info.
The level shown does not differentiate between FL or ALT.
2. ATCOs should confirm the DSA matches the level assigned to the aircraft. Where SFL is seen to be at variance with an ATC clearance or procedure, ATCOs shall challenge the SFL:
"C/S check selected level, cleared level is xxx"
3. ATCOs shall not state the incorrect DSA as observed on the radar display
4. Notwithstanding the above, if an aircraft is in conflict with another, the priority is to resolve the confliction.
If appropriate, avoiding action should be issued prior to confirming cleared level.
5. The display of DSA is not a substitute for correct RT read-back, which remains a mandatory task.
6. The DSA function displays intent-based info only and there are circumstances when an aircraft may not fly to its selected level e.g. If it is being flown manually or there is an incorrect barometric pressure setting, the aircraft may not level off at the displayed DSA.
7. There may be a delay between clearance being issued and DSA changing
8. The selected altitude field will display blanks if the selected altitude source is neither MCP/FCU nor FMS
Downloaded Ground Speed (DGS):
Ground speed, as downloaded from the aircraft, displayed as G + 3 decimal digits up to 999kts
Use of Downloaded Indicated Airspeed (DIAS):
The IAS Mode S data shown on line 4 of the label is not permanently displayed on the radar and may be selected as required.
If selected it is recommended that this data is correlated against speeds assigned to the aircraft.
IAS, as downloaded from the aircraft, displayed as I + 3 decimal digits up to 999kts
Downloaded Magnetic Heading (DMHDG):
The HDG Mode S data shown on line 4 of the label is not permanently displayed on the radar and may be selected as required.
If selected it is recommended that this data is correlated against headings assigned to the aircraft.
Aircraft magnetic heading as downloaded from the aircraft, displayed as H + 3 decimal digits (degrees)
When there is variance between the Mode S data received and the speed/heading assigned, the ATCO shall use the phraseology:
C/S, check selected speed/heading, assigned speed/heading is xxx
ATCOs shall not state the incorrect speed/heading as observed on the radar display
Code Callsign Conversion - Aircraft target labels are displayed on the radar screen. ATCOs should note that...
...they are responsible for checking that the correct pairing of code and callsign is being displayed on the radar.
The following codes have a permanent CC pairing:
The code callsign pairing system does not allow...
...2 identical callsign to be paired with different SSR codes.
Therefore, if an aircraft is pre-noted to APR requiring a local SSR code, but which is already with CCDS due to an automatic pairing from NAS, the local SSR code shall be paired with the callsign by adding an underscore symbol
E.g. ABC123 becomes ABC_123
Local codes assigned should be paired.
The Code Callsign Distribution System (CCDS)...
...holds a database of Mode A squawk codes allocated to callsigns.
The RDP is linked to and can interrogate the CCDS to obtain the callsign allocated to aircraft within their area of interest.
This will provide automatic code callsign conversion of NAS assigned SSR codes.
When any NAS issued SSR code is seen by the Belfast RDP, it will have its code callsign pairing requested from the CCDS and then be displayed.
This process takes about 2 sweeps of the radar.
Therefore, departures will initially be seen unconverted Mode A or Mode S
The RDP is capable of allocating...
...an unpaired code to a new callsign automatically (it is recommended that this facility is NOT used).
Therefore, to avoid duplication, all allocated local codes should be paired (converted).
SSR code pairings entered, but not yet seen by the RDP will be...
...deleted after 60mins
SSR code pairings seen by the RDP will be...
...deleted 10mins after the target tracking has been lost
Special purpose SSR codes permanently converted:
0020 MEDIVAC Air ambulance emergency medevac
0023 RESCUE aircraft engaged on actual SAR Ops
0024 CALIB flight evaluation/calibration acft
0026 SPTASK special task (military)
0027 FIS JOIN acft in receipt of a service from the FIS requesting to enter/cross the ATS route network
0030 FIR LOST Lost acft in contact with D&D
0032 POLICE police heli Ops when not allocated discrete code
0033 PARADROP acft parachute dropping
0034 TOWING antenna trailing/target towing
0035 SELECTED selected flights - heli
0036 LL HELI helicopter pipeline/power line inspection
0037 RHEL royal heli
1177 FIS acft receiving a FIS from London FIR
7003 REDS red arrows transit/display
7004 AEROBATS aerobatic display acft
7007 OPEN SKY open skies observation aircraft
7010 CCT aircraft operating in aerodrome pattern
7200 NVY SHIP Royal Navy surface ship
7400 WATCHDOG fishery protection aircraft
Exit Codes/UK Dest:
The target label will contain an exit code letter (when available) indicating the final LAC sector through which an outbound flight will exit LAC airspace.
If a flight is inbound to a UK airfield including Scotland, Channel Islands and NI, the last 2 letters of the location indicator for the destination will be shown.
Map available in MATS2, S6-10
Until such time as the system restore function has been reset to provide the correct default position for mapping...
...thrust of the system restore facility as standard practice is prohibited.
All maps contained in the SMS tab, except those listed below, are obsolete and are not to be used:
VORTRACK - may be used but has been superseded by AERON VOR_TRKS
VIS_PNTS - may be used but has been superseded by AERON VRPS
If the system restore function is inadvertently selected, the radar controller will, asap:
1. Deselect all maps in the SMS and AERON tab, then
2. In the AERON tab deselect AIRSPACE and BUFFER.
Other available maps may the. Be selected as preferred
The RB centre settings under X-Y Centre Main will be selected to:
Scale (NM) 70
Offset X (NM) 12
Offset Y (NM) -8
All other numerical values can be changed as required
If the maximum average indicated wind speed from the surface wind system exceeds...
...85kts (70kts in snow/ice)...
...the DEO must be alerted.
When off Station, a call-out must be made.