Information Paper

Mode S Enhanced Surveillance Assessment of Aircraft Capability

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1.1

Introduction
Mode S Enhanced Surveillance (EHS) requires the provision of information in the form of downlink aircraft parameters (DAPs), on an aircrafts current attitude and short term intent. Whilst fully digital aircraft may have the required information readily available in an appropriate digital form on a suitable data-bus, there are a significant number of aircraft, partially or fully analogue, within the EHS discriminants, that either do not have this information in digital form or not available at all. This paper describes criteria that may be used to decide whether an individual DAP is considered to be available and whether the aircraft in question is required to be upgraded to an EHS compliant status. It also provides definitions of various terms used within the Mode S documentation.

1.2

EHS Applicability Discriminants

EHS applicability applies to aircraft with a maximum take off mass exceeding 5700 kg or a maximum cruising true airspeed greater than 250 kt. For IFR flights as GAT in Mode S EHS designated airspace, EHS applicable aircraft must either be certified compliant with or exempted from the requirements of Mode S EHS equipment carriage.

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3.1

Mode S Enhanced Surveillance Capable Aircraft

Definition: The following definition applies for an EHS capable aircraft: Fixed wing aircraft that can provide the list of 8 Downlink Aircraft Parameters (DAPs) see note1 are considered to be Mode S EHS capable. Where the parameter Track Angle Rate cannot be provided, True Air Speed should be used instead. If these conditions cannot be met the aircraft will not be considered EHS capable. It should be noted that if any of the other 7 DAPs listed cannot be provided, (in accordance with the explanation below), the aircraft will considered as Mode S EHS non-capable.

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Information Paper Note 1: List of DAPs for EHS Capability: BDS Register BDS 4,0 BDS 5,0 Basic DAP Set (if Track Angle Rate is available) Selected Altitude Roll Angle Track Angle Rate True Track Angle Ground Speed Magnetic Heading Indicated Airspeed (IAS) / Mach no. (Note: IAS and Mach no. are considered as 1 DAP (even if technically they are 2 separate ARINC labels). If the aircraft can provide both, it must do so). Vertical Rate (Barometric rate of climb/descend or baroinertial) Alternative DAP Set (if Track Angle Rate is not available) Selected Altitude Roll Angle True Track Angle Ground Speed Magnetic Heading Indicated Airspeed (IAS) / Mach no. (Note: IAS and Mach no. are considered as 1 DAP (even if technically they are 2 separate ARINC labels). If the aircraft can provide both, it must do so). Vertical Rate (Barometric rate of climb/descend or baro-inertial) True Airspeed (provided if Track Angle Rate is not available) The two columns reflect which DAPs are to be provided if Track Angle Rate is, or, is not available. Additional information is contained in JAA NPA 20-12a, which can be accessed under the Mode S website link designated - Documentation. Note: NPA20-12a is currently under review to include the information provided above regarding the sets of DAP information). 3.2 Mode S EHS Capable Aircraft List The Exemption Coordination Cell (ECC) section of this Mode S website contains links to lists of aircraft known to be EHS capable. These lists are not intended to be exhaustive and are offered for information only. It should be noted that, regardless of whether an aircraft type is shown as EHS non-capable in these lists, the aircraft must be registered with the ECC and formally exempted as appropriate. If an aircraft that was non-EHS capable in its basic configuration is modified so that the full set of DAP information becomes available, the aircraft is then required to be made EHS compliant. The responsibility rests with the aircraft operator to assess the capability and configuration of an aircraft to ensure it complies with the appropriate requirements.

BDS 6,0

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Information Paper 3.3 The Provision of Downlink Aircraft Parameters: The following assessment may be used to decide whether or not a DAP is considered available to be provided: If an additional transducer or active hardware component(s) (not just wiring) are required to provide the DAP, the DAP can be considered unavailable. If software upgrades are required to on-board computers to provide the DAP, the DAP can be considered unavailable. Note: Software changes to transponders are NOT classified in this category and, if necessary, shall be preformed. If the Selected Altitude parameter is not available due to the use of an ARINC GAMA configuration, the DAP can be considered unavailable. If additional wiring is required to connect an existing transducer or source to the appropriate avionics data-bus or the Mode S transponder, the DAP is considered available.

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4.1

Mode S EHS Non-Capable Aircraft

Operators of EHS non-capable aircraft registering with the ECC will be granted an exemption but are strongly encouraged to supply any of the listed DAPs that are feasible and therefore benefit from the Mode S services that are available. When a Mode S EHS non-capable aircraft is configured to transmit the Downlink Aircraft Parameters that it is able to supply, the DAPs provided MUST be certificated in accordance with EHS requirements. Such exemptions will have no specific time limit but will be subject to any future mandate that might be imposed by State regulatory authorities. Any such mandate will be subject to a minimum of 5 years notice of compliance.

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4.3

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5.1

Mode S Compliance Certification

Mode S ELS Compliant Aircraft For an aircraft to be classified as Mode S ELS compliant it shall have been certified against the means described in JAA TGL13 Revision 1.

5.2

Mode S EHS Compliant Aircraft For an aircraft to be classified as Mode S EHS compliant it shall have been certified against the means described in JAA TGL13 Revision 1 and EASA NPA20-12a. (or latest issue). Note: NPA20-12a is currently under review to include the information provided above regarding the sets of DAP information.

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Information Paper 6 Out of Operational Service Within the context of the Mode S Exemption Coordination Cell, the term Out of (operational) Service is taken to mean that the aircraft is scheduled to be either: Scrapped by 31 December 2007, Returned to the leasor by 31 December 2007 Sold from that fleet by 31 December 2007 Re-routed to non-ECAC airspace by 31 December 2007

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