![]() This is necessary to prevent unwanted alerts.Ģ.1.8 Consideration should be taken into procedure design of alerts generated for PSA alerts with intermediate altitudes, i.e. A timeout period should be applied to allow for the new levels to be selected and validated in the cockpit.The display of a PSA shall not be used as a substitute for a readback.Display of the PSA cannot and shall not be used by ATC to provide separation.An alert should be presented to the controller for aircraft with a mismatch between PSA and the Cleared Flight Level (CFL).PSA should be considered as a controller tool.Iv) Where there is an incorrect barometric pressure setting in the FCU.Ģ.1.7 The use of BDS 4,0 or PSA (Pilot selected altitude) should be easiest to implement. Iii) when the aircraft is being flown manually, in particular in response If the system detects that the aircraft has broken off the approach and is climbing then the selected altitude will automatically be displayed again providing the controller with the aircraft’s revised intention. The ATC system should normally inhibit the display of the selected altitude in the track label before this occurs to avoid any confusion. Ii) on final approach, where at given moments pilots may pre-select the missed approach point (MAP) altitude. I) along SID/STARs with vertical restrictions pilots may select the final cleared level and utilize the aircraft flight management system to achieve the vertical constraints. Hence, it cannot be used for separation ī) there may be situations where, despite the flight crew complying with ATC clearances and instructions, the displayed selected level varies from the cleared level: ATM Procedures Development Sub-Group (APDSG) of Eurocontrol and ICAO insist in saying that it is necessary that the limitations of selected altitude/level must be properly understood by the air traffic controllers, as:Ī) data presented indicates intention, only. Any information downlinked that is not certified to base control decisions on should not be displayed.Ģ.1.6 With BDS 4,0 there are some limitations that need to be understood by the controller. There is a critical need for clear, unambiguous and harmonized rules, procedures and training to be developed on how to use down-linked airborne data and DAPs by ATCOs and how the ATM-system displays them.ġ.4 Use of DAPs can improve ATM system efficiency, performance and safety when detecting changes in direction (vertical and lateral) and speed.Ģ.1.5 Any information downlinked and subsequently displayed at an operational working position should be certified to be used operationally. Vertical rate (barometrical rate of climb/descent)ġ.2 Aircraft DAPs are currently being transmitted and used in many ANSP’s in an operational environment, both at the CWP (Controller working Position) and in the ATM systems to provide enhanced tracking abilities.ġ.3 In many cases ATCOs are working with modern ATM-Systems where DAPs data is being shown to them on surveillance displays.Depending on system capabilities and aircraft equipage, ATM systems may get the following information and display it on a controller working position: 1991 – Port of Spain (Trinidad & Tobago)ġ.1 DAPs (Down-link Aircraft Parameters) are small packages of information downloaded from the aircraft, providing additional information regarding intention and movement.INFORMATION ON PROFESSIONAL MATTERS (INFO).TECHNICAL AND PROFESSIONAL MANUAL (TPM).REMOTELY PILOTED AIRCRAFT SYSTEMS (RPAS).Operational use of DAPs (Down | link Aircraft Parameters) | Skip to main content
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