air avionics AIR Traffic Manual

air avionics
AIR Trac
Pilot’s Manual
Document: MAN0070A0002
Version: 4.0
Date: 2020/01/09
Phone: [phone] ·Fax: [phone]
Internet: https://www.air-avionics.com ·Mail: [email protected]

air avionics
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Important
Please read this manual carefully before using the device.
Observe limitations and safety instructions.
This manual is an essential portion of the device and must be kept in a safe place.
Articles Covered
This manual covers the following articles:
•AT-1 ‘‘AIR Trac’’, software version 5 and later.
Revision History
Rev. Date Status Author Changes Approved
1.0 2018/08/29 Release M. Förderer Initial release H. Hoeth
2.0 2018/10/25 Release M. Förderer Secondrelease,variousfunctionsadded. –
2.1 2018/12/21 Release M. Förderer Added details regarding ARINC429 be-
havior while not moving. –
3.0 2019/05/20 Release M. Förderer Added informations regarding the latest
software version 5. –
4.0 2020/01/09 Release M. Förderer Added informations regarding the latest
software versions 7 and 8. –
Product Support
If you have questions, our product support team will be happy to help you. Contact us
via [email protected] or by phone. Please nd details about our hotlines and
availability online at https://www.air-avionics.com
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Contents
Getting Started ·1
Introduction ·1
Safety Instructions and Limitations ·2
Switching On and O ·3
General Theory of Operation ·4
ADS-B In ·4
Replies by 1090 MHz Mode-S Transponders ·4
FLARM ·5
GPS ·5
Collision Warnings ·6
Displaying Trac Information ·8
Dedicated Cockpit Displays of Trac Information ·8
Navigation and Electronic Flight Information Systems ·9
Wireless Connectivity to Tablets and Smartphones ·10
Audio Output and Discrete Switches ·12
Audio Output ·12
Discrete Switches ·14
Flight Recording and Post Flight Analysis ·15
Flight Recording ·15
Flight Data Readout ·15
Post Flight Analysis ·15
Software and Database Updates ·16
Version Identication ·16
Software/Database Loading ·16
System Status ·18
Status LEDs ·18
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Contents
Troubleshooting ·24
My AT-1 does not seem to power up. ·24
I am unable to connect via WiFi, the network is not visible. ·24
Bibliography ·25
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Contents
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Getting Started 1
1.1 Introduction
The AIR Trac (AT-1) by AIR Avionics is a trac/electronic conspicuity system based on
1090 MHz receiving and FLARM transceiving technology.
AT-1 uses 1090 MHz Mode-S transponder replies
1
, 1090 MHz ADS-B broadcasts, and FLARM
broadcasts to determine positions, ight vectors, and threat levels of other air trac. AT-1
broadcasts the own ship’s GPS position via FLARM to other FLARM equipped aircraft or
ground stations.
Additionally AT-1 covers other functions such as obstacle warnings, alert zone warnings,
and ight trajectory logging.
AT-1 is installed remotely. It interfaces to many avionics systems via a wide range of
standardized wire-connected and wireless interfaces. These avionics systems (e.g. cockpit
displays of trac information, electronic ight information systems, or handheld navigators)
display the information AT-1 provides.
As to date, there are no minimum performance specications or technical standard orders
for such trac systems, AT-1 is not certied against an ETSO or TSO standard. Nevertheless,
it is developed in accordance with aviation standards and meets aviation performance
specications. It can be installed into many aircraft using Supplementary Type Certicates
(STC), Minor Change Approvals (MCA), or Standard Change Approvals under CS-STAN.
Device Label
Connector 2 (D-SUB 15HD)
Connector 1 (D-SUB 26HD)
3 Status LED
Static Port
USB Connector
GPS Antenna Connector (QMA)
1090MHz Antenna Connector (rpSMA)
FLARM Antenna Connector A (SMA) FLARM Antenna Connector B (SMA)
WiFi Antenna
Figure 1.1.: AT-1 hardware overview
1AT-1 does not actively interrogate transponders
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1. Getting Started
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1.2 Safety Instructions and Limitations
1.2.1 Safety
AT-1 shall never distract from general practices of safe airmanship. Using AT-1 may impose
signicant workload on the ight crew if not adequately familiar with AT-1 and trained on
its use. In order to use AT-1 eectively, familiarization with the unit’s capabilities, limitations,
and mode of operation is essential.
We recommend a thorough study of this manual and extensive familiarization on the
ground.
Do not y with AT-1 if you are unfamiliar with its use and limitations
Installations in which AT-1 devices are used may be complex. Familiarization of specic
installation conditions in an aircraft, for example the number, type, and conguration of
connected systems is essential before using AT-1.
AT-1 installations require several forms such as checkout forms and conguration logs
to be lled out by installation personnel. These documents are stored in the aircraft’s
documentation and are a viable resource for pilots who wish to study installation specics
of an AT-1 in an aircraft.
1.2.2 Regulatory Requirements
It is the responsibility of those installing and using this article to determine that the
installation and working conditions are within required standards.
1.2.3 Screen Shots
All screen shots used in this document are current at the time of publication.
Screen shots are intended to provide visual reference only. All information depicted in
screen shots, including software le names, versions, and part numbers, is subject to change
and may not be up to date.
1.2.4 Function Licensing and Software Expiry
Some software features such as FLARM functionality or obstacle databases have expiration
dates and may become unavailable as they expire. Validity is checked regularly. After
the FLARM software has expired, major functions become unusable until the software is
updated.
Ensure that the installed software version is always valid and up to date. Failure to
update the unit regularly will result in reduced functionality and system failures!
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1. Getting Started
1.2.5 Liability
IN NO EVENT WILL AIR AVIONICS BE LIABLE FOR ANY INCIDENTAL, SPECIAL, INDIRECT OR
CONSEQUENTIAL DAMAGES, WHETHER RESULTING FROM THE USE, MISUSE OR INABILITY
TO USE THE PRODUCT OR FROM DEFECTS IN THE PRODUCT.
1.2.6 Limitations
AT-1 is subject to various limitations.
AT-1 does not protect the aircraft from collisions with other air trac or obstacles. It
only serves as an aid to the ight crew and intends to help recognizing threats and thus
increasing situational awareness.
AT-1 is not capable of detecting the entire air trac and all obstacles that may obstruct the
aircraft’s ight path. Only a fraction of the air trac and a fraction of obstacles in some
areas of the world can be detected.
AT-1 does not work all the time. Certain requirements need to be met for AT-1 to work
properly. Examples are up-to-date software or the correct installation of AT-1, its antennas,
and connected systems.
Errors and failures in the device may occur. It is possible that AT-1 fails during operation. It
is possible that AT-1 shows misleading and/or wrong information to connected cockpit
systems and/or to other aircraft. Never absolutely rely on data given by AT-1.
Do not make safety critical decisions based on data from AT-1 alone.
1.3 Switching On and O
1.3.1 Power On
Depending on its installation, AT-1 either switches on automatically if sucient supply
power is present, or is switched on by a connected system, such as a compatible cockpit
display of trac information.
AT-1 requires at least 9V DC to switch on. Booting AT-1 normally takes less than one minute.
Please note that depending on the unit’s installation and connected systems it may take
longer than one minute until full functionality is available.
1.3.2 Power O
AT-1 is either powered o by a connected system, or by taking away supply power. AT-1 can
always be safely switched o by taking away supply power.
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2General Theory of Operation
2.1 ADS-B In
The AT-1 ADS-B In capability allows it to receive trac data through a built in 1090 MHz
Extended Squitter (1090 ES) receiver.
Automatic Dependent Surveillance - Broadcast (ADS-B) is the automatic broadcast of
position reports by aircraft, surface vehicles, and transmitters on xed objects. These
broadcasts contain much more data than just a simple position report, they include: identity
(Flight ID/Tail Number, ICAO registration number, etc), ground track, ground speed, pressure
altitude, indications of equipment capabilities, and emergency status.
AT-1 processes all received ADS-B messages, also those from equipment with no source
integrity or design assurance levels (SIL=0, SDA=0). Therefore, it is also processing
information from ADS-B transmitters with non-certied GPS data sources.
2.2 Replies by 1090 MHz Mode-S Transponders
AT-1 receives and processes replies sent by Mode-S transponders on the 1090 MHz
transponder frequency band.
As AT-1 does not actively interrogate transponders, it is unable to trigger transponder replies
itself. Transponders have to be interrogated by radar stations or active trac systems in
order to transmit such replies that the AT-1 can receive. Additionally, the received replies
must contain altitude reports in order to be processed by AT-1. Transponder replies without
encoded altitude levels are not processed.
Mode-S transponder replies do not contain position reports. Therefore, AT-1 is not capable
of determining the exact position of the replying target. It estimates the target’s distance
using the eld strength of the received signal. These estimations have very limited precision.
Moreover AT-1 determines the target’s precise level and vertical rate by using the altitude
encoded into the transponder reply. Vertical separation is determined using barometric
data from the integrated barometric sensor in the AT-1.
Targets detected using this method are commonly referred to as ‘‘bearingless targets’’, as
their relative bearing is unknown.
The relative bearing (direction) of targets solely detected via Mode-S transponder
replies is unknown and can not be shown to the ight crew.
Mode-A and Mode-C transponder replies are not processed.
While AT-1 can process multiple bearingless targets, most cockpit displays only show the
single most relevant bearingless target to the ight crew in order to minimize confusion
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