Fill and Sign the Enrollment Form Isagenix 2018 2019

1 DO-3xx ASSAP Requirements §3.2.1.2 Working Paper [35-2303-2011] Color Code Change needed or editors notes Think I should remove General reference that needs check or updating Shall numbering that will need revision UPDATE The existing document boundaries indicate that there should not be any requirements in DO242a that propagate to the ASAS MOPS. This is consist with the initial review of the requirements from DO-242a. Based on this understanding, DO-242a is no longer included in the ASSAP traceability matrix. MASPS & MOPS BOUDARIES MASPS MOPS ASA ADS-B ASAS STP LINK LINK DO-302x DO-260x DO-282x DO-260x DO-282x DO-317x DO-242x TIS-B DO-289x [DO-3XX] DO-286x TIMELINE The following timeline reflects the current plan to proceed with the ASSAP requirements section of DO-3xx MASPS. The initial work will be to create the traceability matrix and MASPS sections that are consistent with the current version of DO-289 and DO-317 Draft Version 2.00. © 2011 RTCA, Inc. 2 © 2011 RTCA, Inc. 3 3.2.1.2 ASSAP [extracted from DO-289 2.3.1.4] The ASSAP subsystem represents the surveillance and application-specific processing functions of ASA. ASSAP surveillance processing consists of correlation, possible data fusion, and track processing of ADS-B, TIS-B, and TCAS traffic reports. ASSAP application processing provides the application-specific processing for all ASA applications. The extent of ASSAP application processing is dependent upon the aircraft’s ASA capabilities, as determined by the ASA Capability Level (ACL) [DJE1](refer to §2.2.3 for a definition and description of ACLs). ASSAP application processing may be minimal for airborne situational awareness applications (e.g., Enhanced Aid to Visual AcquisitionEVAcq), denoted as a Basic ACL), or may require more significant processing for surface situational awareness applications (e.g., ATSA SURF), or such as providing speed guidance forapplications (e.g., ASIA FIMS)applications, or alerting processing for applications such as ACM or ICSPA. The ASSAP subsystem also monitors and processes flight crew inputs via the interface from the CDTI subsystem, and provides all traffic surveillance data and ASA applicationspecific data for visual and /or aural display to the CDTI for the flight crew. The CDTI provides the two-way interface between the flight crew and ASA. The flight crew can select and control the various ASA applications via the CDTI, while the CDTI provides the aural and visual ASA-specific display information to the flight crew. © 2011 RTCA, Inc. 4 3.2.1.2.1 ASSAP /CDTI System Boundaries [extracted from DO-289 2.3.5] Figure 2-4 is based on Figure 2-1, but the dashed line has been changed to represent the system boundaries for the Airborne Surveillance and Separation Assurance Processing (ASSAP) and Cockpit Display of Traffic Information (CDTI) subsystems. The allocated requirements for ASSAP and the CDTI are found in §3.34.2 and §3.34.13, respectively. Subsystems for ASA Receive Participant Subsystems for ASA Transmit Participant Navigation Sensors (e.g., GPS receiver) Barometric Altitude, Altitude Rate Surveillance Transmit Processing ADS-B Transmit Subsystem ADS-B Messages ADS-B/ TIS-B Receive Subsystem ADS-B, TIS-B Reports CDTI Display and Control Panel Flight Crew es Pilot Input (e.g., Call Sign) Airborne Surveillance & Separation Assurance Processing Navigation Sensors (e.g., GPS receiver) Barometric Altitude, Altitude Rate Other Inputs (FMS, TCAS, etc.) ADS -B M e ss ag Other Inputs (FMS, etc.) Data Sources on Transmitting Aircraft Data Sources on Receiving Aircraft Surveillance Sources TIS-B Surveillance Processing & Distribution TIS-B Transmit Subsystem Scope of ASAS MOPS Ground System(s) [fix figure to show ADS-R and rename receive subsystem accordingly] Figure 2-4: Scope of ASAS MOPS Note for Figure 2-4: Detailed ASSAP and CDTI performance and subsystem requirements are expected to be addressed in a future standards document, i.e., the ASAS MOPS, DO-317A. ASSAP receives surveillance inputs from the ADS-B / ADS-R / TIS-B Receive Subsystem in the form of ADS-B and TIS-B reports. The ASSAP subsystem is integral to ASA application processing, providing surveillance processing on all available surveillance reports, and providing the application-specific processing associated with all ASA applications. While ASSAP provides all application-specific processing for ASA, it also maintains the interfaces to and from the CDTI Display and Control Panel subsystem. It is due to the close association of the ASSAP and the CDTI and their shared interface, that it was decided to develop a futurethe ASSAP and CDTI MOPS as a single requirements document. The two sub-systems, ASSAP and CDTI, constitute the “Airborne Separation Assistance System” (ASAS) [ASAS Circular]. The future MOPS for ASSAP and CDTI is to beand the Minimum Operational Performance Standards document for this system is termed the “ASAS MOPS.” As shown in Figure 2-4, the CDTI subsystem also serves as the ASA interface to the flight crew. © 2011 RTCA, Inc. 5 3.2.1.2.2 Requirements for ASSAP [extracted from DO-289 2.4.3.4] The two major functions of ASSAP are surveillance processing and applications processing. Requirements for ASSAP are described in §3.34.2. Surveillance processing: • • • • Establishes tracks from ADS-B, ADS-R, and TIS-B traffic reports Cross-references traffic from different surveillance sources (ADS-B, ADS-R, TIS-B, and TCAS) Estimates track state (e.g., position, velocity), and track quality Deletes tracks that are beyond the maximum allowable coast time for any ASA applications Applications processing: • • • Determines the appropriateness of track information for various applications, and forwards the track data to the CDTI Performs alerting functions (e.g., CD, ACM, and ICSPATSAA) May derive guidance information for various future applications, e.g., ASIA. ASSAP is supported by navigation information from own--ship. Each ASA participant should input to ASSAP the highest quality state data that is available on-board; this information should be the same as that used for ADS-B transmission. See §2.4.2 for guidance on highest quality source selection. ASSAP shall (289R2.27) assess the ability of own-ship and traffic targets to support the active applications or applications within an active ACL; this is to be done by ASSAP assessing own--ship performance and transmitted data quality as specified in Table 2-4 and by assessing received traffic-ship data quality as specified in Table 2-1. © 2011 RTCA, Inc. 6 3.4.2 Airborne Surveillance and Requirements [extracted from DO-289 3.3.2] Separation Assurance Processing (ASSAP) ASSAP is the surveillance and separation assurance processing component of ASA. ASSAP processes incoming data from other aircraft/vehicles and derives information for display on the CDTI, as well as alerting and guidance information that will also be displayed. Flight crew command and control inputs that affect application functions are also processed by ASSAP. ASSAP consists of three sub-functions, as illustrated in Figure 3-5: 1. A surveillance processing sub-function that integrates surveillance data from multiple sources, establishes tracks, and determines the surveillance quality of traffic. 2. A function to process coupled applications – deriving specific alert and guidance information to provide to the flight crews. 3. A function to process background applications, deriving required alerts and guidance for conflict detection and airborne conflict management. [need to confirm the sub-functions above] Figure 3-6 illustrates the data flow and report structure from the ADS-B receiver to ASSAP and to the CDTI. The discussion in this section will include details on the reports illustrated in the figure and the associated processing. © 2011 RTCA, Inc. 7 ADS-B Receiver Other Surveillance Data Pairwise Data Interface Airborne Surveillance & Separation Assurance Processing ADS-B Transmitter Surveillance Data Processing TCAS CDTI Airborne Separation Assurance Processing Navigation Coupled Applications Background Applications Note: Dashed line represents data flows outside the scope of this MASPS. Flight Management Flight Control Figure 3-5: ASSAP Components © 2011 RTCA, Inc. 8 ADS-B / TIS-B Receive Subsystem State Data ID / Status Data ASSAP Track File -Internal to ASSAP (Table 3-15) ASSAP ASSAP to CDTI Report (Table 3-16) CDTI [need to fix the figure to show the proper table references] Figure 3-6: ASA: Receive Subsystem Data Flow and Report Structure 3.4.2.1 ASSAP Functional Requirements ASSAP functional requirements are broken into surveillance processing requirements (§3.3.2.1.1) and applications processing requirements (§3.3.2.1.2). 3.4.2.1.1 ASSAP Surveillance Processing Requirements The ASSAP surveillance processing as described below is required for all ASA Capability Levels. (See §3.3.2.1.1.1 for definitions of terms.) ASSAP surveillance processing function receives information for traffic A/V’s from various surveillance sources, correlates the data, registers the data, and outputs a track file consisting of state and other information about each A/V under track. Requirements for the surveillance sub-function follow. Note that the tracking and correlation functions make extensive use of the data that is provided in state data (Table 3-18). 1. ASSAP shall (289R3.169) provide a tracking function. The tracking function: a. Shall (289R3.170) maintain, for each A/V under track, a file that contains, at a minimum, the elements listed in Table 3-4. b. Shall (289R3.171) determine all fields in Table 3-4 that are not directly provided in measurements. The last measurement data fields indicated in Table 3-4 are intended to include variables that were obtained with the last valid measurement received for the track. © 2011 RTCA, Inc. 9 c. Shall (289R3.172) include a correlation function that associates traffic data from different surveillance sources that relate to the same aircraft/vehicle track, i.e., the correlation function is required to associate and cross-reference traffic data from ADS-B traffic, ADS-R traffic, TIS-B traffic, and TCAS traffic. The correlation function shall (289R3.173) update traffic cross references when new information is available from the ADS-B/ADS-R/TISB receive subsystem or TCAS. d. Should include a registration bias estimation function that estimates systematic biases between surveillance sources (e.g., ADS-B, ADS-R, TISB) providing reports on each A/V. e. Should include a registration correction function that registers measurements (including time, position, and velocity) from different surveillance sources. Note: Registration bias estimation and correction are needed to align position information from different sensors. These sensors may have systematic biases that could cause data from multiple sources to be misaligned. Since position data from multiple sensors is to be used in common automation algorithms and common displays, an alignment, or registration function, is necessary. Registration estimation and correction functions are likely to be required in the ASAS MOPS. [confirm and reword accordingly] f. Shall (289R3.174) include an estimation function that estimates track state based on one or more surveillance source inputs. Track state includes time of the state estimate, horizontal position, horizontal velocity, altitude, altitude rate, heading (if possible), and track quality, including accuracy, integrity containment boundary, and integrity containment risk (see §2.4.5.3). The estimation function may combine information from different data sources in order to improve the track state estimate. ASSAP surveillance processing shall (289R3.175) optimize the quality of the information best suited to the applications being run (e.g., accuracy, integrity containment bound, or integrity containment risk). ASSAP may enhance the quality of the track information, using techniques such as Kalman filters. ASSAP shall (289R3.176) estimate the quality of the track state information that is maintained in the track file, and maintain quality measures for the track state information, as indicated in Table 3-15. Note: The fusion of TCAS measurements with ADS-B or other data is the subject of continuing debate and will be treated in the ASAS MOPS. g. Shall (289R3.177) initiate a track for each observed A/V when sufficient measurement information is received to form a minimum track state. Required minimum measurement elements are noted in Table 3-15. h. Shall (289R3.178) terminate a track when the maximum coast interval (Table 2-3, row 17) has been exceeded for all of the applications for which the track is potentially being used. © 2011 RTCA, Inc. 10 2. Correlation of TCAS data: If TCAS data is to be integrated on the CDTI, ASSAP shall (289R3.179) correlate the TCAS tracks with its internal tracks to the extent practicable. For correlated TCAS tracks, ASSAP shall (289R3.180) recognize if a track has an active TCAS resolution advisory or traffic advisory, and shall (289R3.181) provide that information in the track file (see Table 3-4). The probability of mismatching TCAS/ADS-B tracks, or not matching TCAS/ADS-B tracks, should be minimized (the criterion for minimizing shall (289R3.182) be defined in the ASAS MOPS). Note: The processing of multiple targets for the same A/V is treated in the tracking section item 1f above. 3. TIS-B / ADS-R / ADS-B correlation: while it is normally expected that TIS-B and ADS-B / ADS-R information (on a given link) will be mutually exclusive [it seems like this statement is no longer valid – check], the possibility exists that an ASA participant will receive TIS-B and ADS-B / ADS-R information on the same aircraft. Therefore, ASSAP surveillance processing shall (289R3.183) cross-correlate the traffic from TIS-B and ADS-B / ADS-R reports supplied by the ADS-B receiver. The correlation should make use of all available data that can assist in this process from state data and other information. The probability of mismatching TIS-B / ADS-B / ADS-R tracks, or not matching TIS-B / ADS-B / ADS-R tracks, should be minimized. (t The criterion for minimizing shall (289R3.184) be defined in the ASAS MOPS). Notes: 1. The processing of multiple targets for the same A/V is treated in the tracking section item 1f above. 2. TIS-B may transmit all known surface traffic in part or all of an airport movement area in order to enhance coverage. 4. ADS-B / ADS-B correlation: if the aircraft ADS-B installation includes multiple ADS-B links, ASSAP surveillance processing shall (289R3.185) correlate (crossreference) traffic from the different links and associate the traffic with the appropriate ASSAP track. 5. The ASSAP shall (289R3.185-A) assess the TQL and ACL from all A/Vs to determine the ability of those A/Vs’ equipment and broadcast data to support the installed applications. Table 3-14 indicates the required TQL to support the applications in each ACL. 6. ASSAP shall (289R3.186) provide current traffic state position information to the interface with the CDTI with at least a 1 Hz rate. © 2011 RTCA, Inc. 11 Table 3-14: Minimum TQLs Required to Support ACLs Transmit Quality Level 1 2 3 4-7 ASA Capability Level Basic + CD, ASSA, FAROA Intermediate Advanced 1, 2 reserved Note for Table 3-14: Some applications require actual NIC/NAC performance that exceeds the minimum required for the stated TQL. Coupled applications will also require a sufficient ACL. © 2011 RTCA, Inc. 12 Table 3-15: Elements of the ASSAP Track File for an Individual Track [check for updates to this table] ASSAP Derived Data Measured Data Minimum Track Measurement Elements (§3.3.2.1.1 g) Category ID Last Measurement Data Last Measurement Data Quality State Vector Estimate (§3.3.2.1.1) © 2003 RTCA, Inc. • • • • • • • • •1 • • • Reference Section §3.1.5.12.1 §3.1.5.12.2 §3.1.5.11 §3.1.5.1 §3.1.5.3 §3.1.5.6.1 §3.1.5.6.1 §3.1.5.6.2 §3.1.5.4 §3.1.5.7 §3.1.5.7 §3.1.5.8 • N/A • • • • • • • • • • • • • §2.4.5.3.2.1 §2.4.5.3.2.2 §2.4.5.3.1 §2.4.5.3.1 §2.4.5.3.1 §2.4.5.3.1 §2.4.5.3.2.1 §2.4.5.3.2.2 §3.1.5.18 §3.1.5.19 N/A §3.1.5.3 §3.1.5.6.1 §3.1.5.6.1 §3.1.5.6.2 §3.1.5.4 §3.1.5.7 §3.1.5.7 Content Participant (A/V) Address Address Qualifier Call Sign / Flight ID Time of Applicability -- Measurement Horizontal Position Geometric Altitude Geometric Altitude Valid Pressure Altitude Horizontal Velocity Vertical Rate (Baro/Geo) Vertical Rate Type (Baro / Geo) Directionality of Surface Participants Validity of Surface Participant Directionality Horizontal Integrity Containment Bound Horizontal Integrity Containment Risk 95% Horizontal Position Accuracy 95% Horizontal Velocity Accuracy 95% Vertical Position Accuracy 95% Vertical Velocity Accuracy Geometric Altitude Containment Bound Geometric Altitude Containment Risk Barometric Altitude Quality (BAQ) Barometric Altitude Integrity Level Time of SV Estimate Horizontal Position Geometric Altitude Geometric Altitude Valid Pressure Altitude Horizontal Velocity Vertical Rate (Baro/Geo) Vertical Rate Type (Baro / Geo) • • • • • • • • • • • • • • • • • • • 13 Table 3-15: Elements of the ASSAP Track File for an individual track (continued) ASSAP Derived Data Measured Data Minimum Track Measurement Elements (§3.3.2.1.1 g) Category State Vector Estimate Quality (§3.3.2.1.1) Other TCAS [note 3] Content Horizontal Integrity Containment Bound Horizontal Integrity Containment Risk Horizontal Position Accuracy Horizontal Velocity Accuracy Vertical Position Accuracy Vertical Velocity Accuracy Geometric Altitude Containment Bound Geometric Altitude Containment Risk Barometric Altitude Quality (BAQ) Barometric Altitude Integrity Emitter Category A/V Length and Width Codes Emergency / Priority Status ASA Capability Level (ACL) ADS-B / TCAS / TIS-B Correlation Status TCAS Traffic Status • • • • • • • • • •2 •2 •2 •2 •2 • Reference Section §2.4.5.3.2.1 §2.4.5.3.2.2 §2.4.5.3.1 §2.4.5.3.1 §2.4.5.3.1 §2.4.5.3.1 §2.4.5.3.2.1 §2.4.5.3.2.2 §3.1.5.18 §3.1.5.19 §3.1.5.13 §3.1.5.14 §3.1.5.25 §2.2.3 §3.3.2.1.1.1 §3.3.2.1.1.1 • = Required Notes for Table 3-15: 1. On the surface, heading and ground speed must be converted to Cartesian coordinates 2. If available. 3. The TCAS elements of the track file are only required when the CDTI is also the TCAS Traffic Display (see §2.3.7). 3.4.2.1.1.1 Definitions This section contains definitions of terms used above. ADS-B / TCAS / TIS-B Correlation Status: This field indicates whether the track is being surveilled by ADS-B, TCAS, TIS-B, or a combination thereof. Correlation: The process of determining that a new measurement belongs to an existing track. Covariance: A two dimensional symmetric matrix representing the uncertainty in a track’s state. The diagonal entries represent the variance of each state; the off-diagonal terms represent the covariances of the track state. Estimation: The process of determining a track’s state based on new measurement information Extrapolation: The process of moving a track’s state forward in time based on the track’s last estimated kinematic state. © 2003 RTCA, Inc. 14 Registration: The process of aligning measurements from different sensors by removing systematic biases. Time of SV estimate: The time at which the track state estimate is made. TCAS Traffic status: The status of the TCAS track, if applicable, from the TCAS system. The four states are: Resolution Advisory (RA), Traffic Advisory (TA), proximate, and other. Track: A sequence of time-tagged measurements and state information relating to a particular aircraft or vehicle. Track State: The basic kinematic variables that define the state of the aircraft or vehicle of a track, e.g., position, velocity, acceleration. 3.4.2.1.2 ASSAP Applications Processing Requirements ASSAP shall (289R3.187) make ASSAP track reports available to the CDTI for all active applications. ASSAP shall (289R3.188) deliver track reports to the CDTI for all aircraft of sufficient quality for at least enhanced visual acquisition [why specify EVAcq?], extrapolated to a common time that is within 1 second of the time the data is delivered to the CDTI, with at least a 1 Hz rate. In the case where there is no valid velocity data, ASSAP should derive velocity from successive position measurements. In this case, ASSAP shall (289R3.189) estimate the velocity accuracy, and use the estimated value to determine traffic qualification as appropriate as indicated by Table 2-3. Note: Precise conditions under which airborne and surface traffic is to be displayed and filtered is to be developed in the ASAS MOPS. See §3.3.3 for filtering requirements on the CDTI. ASSAP track reports elements are listed above in Table 3-15. © 2003 RTCA, Inc. 15 Table 3-16: ASSAP to CDTI Report Elements Category ID Contents Call Sign / Flight ID Time of SV Estimate State Vector Estimate Other Alerts Horizontal Position Relative to Ownship Geometric Altitude Pressure Altitude North Velocity East Velocity Vertical Rate (Baro/Geo) Vertical Rate Type (Baro / Geo) Barometric Altitude Integrity This section This section CAZ Alert [note 1] §3.3.3.3.2.1, Appendix D, H §3.3.3.3.2.1, Appendix D, H §3.1.5.13 A/V Length and Width Codes Emergency / Priority Status Supported Applications TCAS [note 2] Guidance (Examples for Advanced 1 and 2 ACLs) §3.1.5.6.1 §3.1.5.6.2 §3.1.5.4 §3.1.5.4 §3.1.5.7 §3.1.5.7 §3.1.5.19 Degraded Data CDZ Alert [note1] Notes This section Selected Target Closure Rate Emitter Category Status Reference Section §3.1.5.11 §3.3.2.1.1 (bullet 1f) §3.1.5.14 §3.1.5.26 This section Correlated ADS-B / TCAS Target §3.3.2.1.1 TCAS Target Status §3.3.2.1.1 Break-out This section Recommended speed This Section Conflict Resolution Advisory This Section Advanced 2 (ICSPA) Advanced 2 (ASIA) Advanced 1 (ACM) Notes for Table 3-16: 1. CAZ and CDZ alerts are only required when implementing the CD or ACM applications. [SINCE CD AND ACM ARE NOT LISTED IN TOC, SHOULD REMOVE REFERENCES AS WELL AS CAZ AND CDZ throughout document???] 2. The TCAS elements of the ASSAP to CDTI report are only required when the CDTI is also the TCAS Traffic Display (see §2.3.7). Horizontal Position Relative to Own-ship The horizontal position of the target track relative to own--ship shall (289R3.190) be computed by applying the appropriate coordinate transformations between the track’s latitude and longitude and own-ship’s latitude and longitude and the display coordinates. Supported Application Supported application shall (289R3.191) indicate the ASA Capability Level of the target track, and shall (289R3.192) indicate any optional applications that are being processed for the track (i.e., CD, ASSA, FAROA). Degraded Data [is the notion of degraded being removed?] © 2003 RTCA, Inc. 16 The degraded data field shall (289R3.193) indicate if the data is considered to be degraded for an active application. Selected Target Closure Rate The selected target closure rate shall (289R3.194) indicate the radial line of sight closure rate between own-ship and the selected target. Break Out The break out command is issued by ICSPA when a blundering intruder poses a threat to own-ship. [what is ICSPA?] Recommended speed The recommended speed is issued by ASIA to provide a recommended speed to the flight crew during an ASIA based final approach. [change to FIM-S and it’s terminology?] Conflict Resolution Advisory A conflict resolution advisory gives guidance to the flight crew as to a maneuver that will resolve an impending conflict. Note: The three elements [which three elements?] described above are for future applications, are for illustrative purposes, and are not requirements for this version of this MASPS. [***BEYOND THIS POINT RELIES HEAVILY ON ACL AND HAS NOT BEEN CLOSELY REVIEWED YET***] 3.4.2.1.2.1 Basic and Intermediate ASA Application Eligibility: • ASSAP track quality (§3.3.2.1.1) shall (289R3.195) be compared with acceptable values for basic and intermediate applications, as per Table 2-3. Note that if the track is being surveilled by multiple sources, the determination of acceptability for applications should be based on the track quality as derived by ASSAP, rather than on quality of any individual source. If the sole surveillance source of information is ADS-B or TIS-B, the track quality assessment shall (289R3.196) be based on the transmit quality level (TQL) transmitted by the source and, for TQL > 1, the NIC, NACP, NACV, and SIL requirements specified in Table 2-3. The ASSAP track report shall (289R3.197) be updated to reflect any degraded condition for EVAcq or ASSA/FAROA, as appropriate, as per Table 2-3. The ASSAP track report shall (289R3.198) indicate if the track’s quality is insufficient for a basic application. If the installed system has the option for conflict detection (CD), ASSAP shall (289R3.199) determine if each track is eligible for CD processing, as per Table 2-3. Each track that is eligible for CD shall (289R3.200) be processed by the CD alerting function, and CAZ alerts or CDZ alerts shall (289R3.201) be issued as appropriate. ASSAP shall (289R3.202) include in the ASSAP track report the status of the CAZ alert and the CDZ alert. Processing of selected surveillance ID/status elements: Surveillance status contains information that is of use to various applications, and contains data that must be reported on the CDTI. Required processing of certain elements of surveillance status are indicated below: a. The ASA MASPS version number (§3.1.5.24) shall (289R3.203) be used to coordinate applications processing appropriately for the version combination on own-ship and the target ship. © 2003 RTCA, Inc. 17 b. Call Sign / Flight ID shall (289R3.204) be included in the ASSAP track file (Table 3-15) and shall (289R3.205) be provided to the CDTI in the ASSAP/CDTI report (Table 3-16). c. ASA Category shall (289R3.206) be forwarded to the CDTI. d. A/V length and width codes shall (289R3.207) be forwarded to the CDTI. e. Emergency / priority status shall (289R3.208) be forwarded to the CDTI. f. 3.4.2.1.2.2 ASSAP shall (289R3.209) convert heading from true or magnetic heading to the appropriate orientation for consistent display on the CDTI. Advanced ASA 1 ASSAP will process the ACM application based on future algorithms to be determined. ASSAP will issue appropriate advisory information to the CDTI. ASSAP will take into account any TCAS resolution advisories issued by the target ship or own-ship; own-ship TCAS resolution advisories will take precedence over ASA advisories. Target-ship TCAS resolution advisories will limit any ASA resolution advisories to horizontal maneuvers. 3.4.2.1.2.3 Advanced ASA 2 ASSAP will process the ASIA and ICSPA applications based on future algorithms to be determined. For the ASIA application, ASSAP will derive speed guidance. For the ICSPA application, ASSAP will provide path and break-out alerts as required. See the appropriate application appendix for more information on these applications. 3.4.2.2 ASSAP Performance Requirements General requirements for ASSAP are as follows: Latency for the combination of ASSAP and the CDTI (interface E to interface G in Figure 2-7) shall (289R3.210) be less than 400 ms for targets that are used by coupled applications, targets against which there is an alert, and the 10 highest priority targets. For all other targets, data latency shall (289R3.211) be less than 1 second. Note: The prioritization of targets is application-specific and is to be specified in the ASAS MOPS. The specific allocation of latency to ASSAP and CDTI is also to be specified in the MOPS, including bus latencies. ASSAP shall (289R3.212) achieve the subsystem integrity risk and continuity risk requirements listed in Table 3-17. Table 3-17: ASSAP Availability, Continuity, and Integrity Requirements (Failure rate per flight hour) Feature Subsystem Continuity Risk Subsystem Integrity Risk 3.4.2.3 Basic ASA Capability Level Intermediate Advanced 1 Advanced 2 10-3 10-3 10-4 10-4 10-3 10-3 10-5 10-5 ASSAP Interface Requirements © 2003 RTCA, Inc. 18 ASSAP provides the central processing for ASA and interfaces with many other avionics subsystems. Table 3-18 indicates the required data interfaces to ASSAP. All data indicated by a dot (•) shall (289R3.213) be provided to the ASSAP function, with the exception of those items labeled “future.” All data in Table 3-18 indicated by the letter “d” are optional, desired interfaces. Each data item listed in the Table is described in detail below. Note: Some of these data item names are re-used from earlier requirements tables; the definitions will not be repeated for items with identical names and definitions. Reference sections are provided for the applicable definitions in the table. © 2003 RTCA, Inc. 19 Table 3-18: Interfaces to ASSAP §2.4.5.3.1 §2.4.5.3.3.4 §3.1.5.3 §3.1.5.3 • • • • §3.1.5.3 • §3.1.5.6.1 • §3.1.5.6.1 • §3.1.5.10 §3.1.5.4 §3.1.5.4 • • §3.1.5.4 • • • • • • • • • • • • • • • • • • • • • • §3.1.5.4 • §3.1.5.4 • §3.1.5.8 • §3.1.5.8.1 • §3.1.5.6.2 • §3.1.5.6.2 • §3.1.5.7 • §3.1.5.7 • §3.1.5.7 • §3.1.5.9 • §3.1.5.24 • §3.1.5.12 • §3.1.5.12 §3.1.5.11 §3.1.5.23 • d §3.1.5.14 §3.1.5.13 §3.1.5.22 • • • • • • • • • • • • • • • • • • • • d • • d • • • • • • Advanced 2 ID / Status Time Of Applicability Latency [currently IDed as Orphan] Latitude (WGS-84) Longitude (WGS-84) Horizontal Position Valid [currently IDed as Orphan] Geometric Altitude [currently IDed as IR] Geometric Altitude Valid [currently IDed as Orphan] Air / Ground State North Velocity While Airborne East Velocity While Airborne Airborne Horizontal Velocity Valid [currently IDed as Orphan] Ground Speed While on the Surface Surface Ground Speed Valid [currently IDed as Orphan] Heading While on the Surface (true / mag) Heading Valid [currently IDed as Orphan] Pressure Altitude [currently IDed as IR] Pressure Altitude Valid [currently IDed as Orphan] Vertical Rate [currently IDed as IR] Vertical Rate Type (baro / geo) [currently IDed as IR] Vertical Rate Valid [currently IDed as Orphan] Navigation Integrity Category [currently IDed as IR] ADS-B Version Number [currently IDed as IR] Participant Address [currently IDed as IR] Address Qualifier Call Sign / Flight ID ASA Capability Level (ACL) [currently IDed as Orphan] A/V Length and Width Codes Emitter Category [currently IDed as IR] Transmit Quality Leveldeleted TQL TCAS Installed and Operational [currently IDed as Orphan] Reference Section for Definition Advanced 1 Aircraft State Data Information Element Basic with CD option Basic with ASSA & FAROA option Info Category Intermediate ADS-B / TIS-B Receiver (continued) ADS-B / TIS-B Receiver Source Basic ASA Capability Level • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • d • • • • • • • • • • • • • • • • • • • • • • • d • • • • © 2003 RTCA, Inc. 20 Table 3-18: Interfaces to ASSAP (continued) TCAS Target Status [currently IDed as Orphan] Navigation Accuracy Category for Position (NACP) [currently IDed as IR] Navigation Accuracy Category for Velocity (NACV ) Surveillance Integrity Level (SIL) [currently IDed as IR] Barometric Altitude Quality (BAQ) [currently IDed as Orphan] SILBARO[currently IDed as Orphan] True/Magnetic Heading [currently IDed as Orphan] §3.3.2.1.1 • Advanced 2 Reference Section for Definition Advanced 1 Information Element Intermediate Info Category Basic with CD option Basic with ASSA & FAROA option Source Basic ASA Capability Level • §3.1.5.15 • • • • • • §3.1.5.16 • • • • • • §3.1.5.17 • • • • • §3.1.5.18 • • • • • §3.1.5.19 §3.1.5.20 • • • • • • • • • • • © 2003 RTCA, Inc. 21 Table 3-18: Interfaces to ASSAP (continued) CDTI Own-ship quality Flight Crew Inputs Own-ship ID Advanced 2 Navigation Own-ship state data TCAS Target Status [currently IDed as IR] Range [note 1] [currently IDed as IR] Bearing [note 1] [currently IDed as IR] Pressure Altitude [note 2] [currently IDed as IR] TCAS Altitude Rate [note 3] [currently IDed as IR] Mode S Address [notes 2, 5] [currently IDed as IR] TCAS Track ID [note 1] [currently IDed as IR] TCAS Report Time [currently IDed as Orphan] Time of Applicability Horizontal Position Horizontal Velocity Geometric Altitude [currently IDed as IR] Geometric Altitude Rate [currently IDed as IR] Pressure Altitude [currently IDed as IR] Pressure Altitude Rate [note 4] Ground Speed (on surface) [currently IDed as IR] Heading (on surface) [note 5] Integrity Containment Region [currently IDed as IR] Integrity Containment Risk [currently IDed as IR] Position Accuracy [currently IDed as IR] Velocity Accuracy [currently IDed as IR] Application Selection Coupled Target Selected Target ANSD [not req’d in mops] Low Level Alert Selection [not req’d in mops] Future: Own-ship Planned Final Approach Speed [not req’d in mops] Own-ship Category [currently IDed as Orphan] Reference Section for Definition Advanced 1 TCAS related data [notes 1,7] Information Element Intermediate Info Category Basic TCAS Source Basic with CD option Basic with ASSA & FAROA option ASA Capability Level §3.3.2.1.1 • • • • • • §3.3.2.3.2.3 §3.3.2.3.2.4 • • • • • • • • • • • • §3.3.2.3.2.5 • • • • • • §3.3.2.3.2.6 • • • • • • 3.3.2.3.2.7 • • • • • • §3.3.2.3.2.8 • • • • • • §3.3.2.3.2.9 • • • • • • §3.1.5.1 §3.1.5.3 §3.1.5.4 §3.1.5.6.1 • • • • • • • • • • • • • • • • • • • • • • • • §3.1.5.7 • • • • • • §3.1.5.6.2 • • • • • • §3.1.5.7 §3.1.5.4 • • • • • • • • • • • • §3.1.5.8 §3.1.5.9 • • • • • • §3.1.5.17 • • • • • • §3.1.5.15 • • • • • • §3.1.5.16 • • • • • • §3.3.2.3.4.1 §3.3.2.3.4.2 §3.3.2.3.4.3 §3.3.3.1.1.3.3 §3.3.3.1.1.3.4 • • • • • • • • • • • • • • • • • Appendix I • §3.3.3.1.4.3 • • = Required; d = desired [currently identified orphans in DO-317 are: 2019, TBD-50A, 2500, 2021, 2030, 2031, 2035, 2042, 2044] © 2003 RTCA, Inc. 22 Table 3-18: Interfaces to ASSAP (continued) Notes for Table 3-18: 1. Required if TCAS is present in the configuration and an integrated TCAS/ASA traffic display is used. These outputs are expected to be supplied by current TCAS installation. 2. This information requires a change to the standard TCAS bus outputs defined in ARINC 735A that currently does not provide the Mode S address code, nor does it necessarily output pressure altitude. 3. For display of up/down arrow if there is no ADS-B track that correlates with the TCAS track. 4. If Available. If altitude rate is unavailable, altitude rate should be computed by ASSAP. 5. If available. 6. Range rate and range acceleration may be required in the future. © 2003 RTCA, Inc. 23 Table 3-18: Interfaces to ASSAP (continued) 3.4.2.3.1 Interfaces to ASSAP from the ADS-B/TIS-B Receive Subsystem The interface from the ADS-B/TIS-B receive subsystem provides information elements identified in Table 3-18. 3.4.2.3.1.1 Future: Special Data Planned final approach speed will need to be communicated to ASSAP from both own-ship and the lead-ship if the ASIA application is implemented. Planned final approach speed is the speed input to the ASIA application for the lead ship and is an indicated airspeed. 3.4.2.3.2 Interfaces to ASSAP from TCAS For initial ASA applications, TCAS data is needed specifically to support configurations with integrated ASA / TCAS traffic displays. For these configurations, the data items in the following subparagraphs shall (289R3.214) be provided to ASSAP for each TCAS track that is to be displayed. These items are required to allow the correlation of TCAS tracks with ASA tracks for traffic display integration. These items also allow the display of an indication of an active Resolution Advisory (RA), or Traffic Advisory (TA). 3.4.2.3.2.1 RA Active The RA Active flag indicates that a TCAS Resolution Advisory is currently in progress for the track; ASSAP shall (289R3.215) accept an RA active flag from the TCAS equipment. 3.4.2.3.2.2 TA Active The TA active flag indicates that a Traffic Advisory is currently in progress for the track; ASSAP shall (289R3.216) accept a TA active flag from the TCAS equipment. 3.4.3.2.3 Range The range of the TCAS track from own-ship. 3.4.2.3.2.4 Bearing The bearing of the TCAS track from own-ship relative to the ship’s heading. 3.4.2.3.2.5 Altitude The pressure altitude of the track as reported by TCAS. 3.4.2.3.2.6 Altitude Rate The rate of change of altitude with respect to time. 3.4.2.3.2.7 TCAS Target Aircraft Address The 24-bit aircraft address (i.e., Mode S address) for the TCAS track (if available to TCAS). 3.4.2.3.2.8 TCAS Track ID The internal track ID of the TCAS track. Note: 3.4.2.3.2.9 The scheme for identifying TCAS track ID is not standardized. TCAS Report Time © 2003 RTCA, Inc. 24 Table 3-18: Interfaces to ASSAP (continued) The time of the TCAS report. Note: This time may be derived, rather than a specific parameter. 3.4.2.3.3 Interfaces to ASSAP from Own-ship Navigation 3.4.2.3.3.1 Own-ship State Data Own-ship state data is defined identically to that of the target ship state data, see Table 3-18 for appropriate reference sections. 3.4.2.3.3.2 Own-Ship Quality Own-ship quality is very similar to target ship quality; however, as the information comes directly from the navigation system it is not yet categorized into NIC, NAC and SIL values. An integrity containment radius for position and associated no-alarm probability are assumed to be available from the navigation system. A 95% accuracy bound on both position and velocity are also assumed to be available. ASSAP shall (289R3.217) provision for the acceptance of these parameters. 3.4.2.3.4 Flight Crew Inputs A flight crew input may be required to display desired target parameters. For certain applications, the flight crew must select a specific target. 3.4.2.3.4.1 Application Selection An application selection is the selection of a desired application that is to be run. 3.4.2.3.4.2 Coupled Target A coupled target is a target upon which a coupled application is to be conducted. 3.4.2.3.4.3 Selected Target A selected target is a target for which additional information is requested by the flight crew. 3.4.2.3.4.4 Alert Zone Selection The alert zone specifies the horizontal and vertical criteria for a CD alert or ACM alert and resolution. 3.4.2.3.4.5 Future: Own-ship Planned Final Approach Speed 3.4.2.3.5 Future: Own-Ship ID Own-ship ID includes own-ship category that is needed for supporting the ASIA application. Both own-ship and lead-ship categories are needed to determine wake vortex separation minimums. © 2003 RTCA, Inc.