U.S. Department of Transportation

Federal Aviation Administration

Washington , D.C

 

OPERATIONAL SUITABILITY REPORT

 

 

Revision: 02

Date: 02/14/2013

 

 

 

 

Aviation Communication and Surveillance System

(ACSS)

SAFEROUTE

 

STC ST02053LA (B-757-200)

STC ST02126LA (B-767-300)

       STC ST02301LA (A330-200,-300)

 

                                                           

James P. Vogt

Seattle Aircraft Evaluation Group

 

 

Federal Aviation Administration

Seattle  Aircraft Evaluation Group

1601 Lind Ave. SW

Renton, WA. 98057

 

 

 

 

 

Telephone:

(425)-917-6600

FAX:

(425)-917-6638

 

 

                                                                Table of Contents

 

 

1. Purpose and Applicability ................................................................................................... 4

2. Description ......................................................................................................................... 4

3. Operations Manual Procedures for Use of SafeRoute TM ......................................................... 6

4. Specifications for Training..................................................................................................... 6

5. Specifications for Checking................................................................................................... 6

6. Specifications for Currency................................................................................................... 6

 

 

Appendix 1: B-757-200/B-767-300 Report…………………………………………………8

 

 

Appendix 2: A330 Report…………………………………………………………………..10

 

 

Revision Record

 

Date

Revision

Description

Release Description

Pages

5/7/2008

1

B757/B767

Updated OSR for evaluation of UPS B757-200 and B767-300

-

02/14/2013

2

B-767, A330

Updated OSR for evaluation of ITP on Delta B767-300 and entire SafeRoute system on A330. Modified main body of OSR to be applicable to all evaluated aircraft while adding an Appendix to list specifics/differences particular to each STC/model.

All

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

1.      Purpose and Applicability

1.1 This report acknowledges the Operational Suitability of the Aviation Communication and Surveillance Systems (ACSS) SafeRoute TM package as evaluated by the Seattle Aircraft Evaluation Group Flight Standardization Board.

The ACSS SafeRoute TM Automatic Dependent Surveillance - Broadcast (ADS-B) system can be installed on a variety of aircraft. This Operational Suitability Report (OSR) was originally based on the evaluation of the ACSS SafeRoute TM system installed on United Parcel Service (UPS) Boeing 757-200 and 767-300 aircraft. Subsequently, the ACSS SafeRoute TM system has been evaluated for increased functionality as well as installation on other model aircraft. This report is intended to be model independent with appendixes to address model specific background and results.

This OSR does not approve the operational use of this software. Operators must apply to their assigned operations authority for applicable operational use authorization.

 

2.      Description

2.1 ACSS SafeRoute TM uses ADS-B technology to provide the flight crews with enhanced situational awareness of surrounding ground and air traffic. ADS-B is a next generation surveillance technology incorporating air and ground aspects that provide Air Traffic Control (ATC) with a more accurate picture of the aircraft’s three-dimensional position in the en route, terminal, approach and surface environments. The aircraft provides the airborne portion in the form of a broadcast of its identification, position, altitude, velocity, and other information (ADS-B Out). The ground portion is comprised of ADS-B ground stations which receive these broadcasts and direct them to ATC automation systems for presentation on a controller’s display.  Aircraft equipped with ADS-B In capability can also receive these broadcasts and display the information to improve the pilot’s situational awareness of other traffic. SafeRoute TCAS tracks aircraft by interrogating and monitoring their ATC transponders.  SafeRoute TCAS cannot detect aircraft without operating transponders.

 

2.2 The system, as installed, makes the following functions available in the cockpit

 

a)   Surface Area Movement Manager (SAMM) A moving map display of the airport surface, showing own-ship position as well as the positions of nearby participating traffic. This includes aircraft as well as ground vehicles.

 

b)   Management & Spacing (M&S) which provides the flight crew with a recommended speed target to achieve and maintain in-trail spacing (not ITP) behind a designated target. The speed is displayed on the ADS-B Guidance Display (AGD) mounted in the forward view of the flight crew.

 

c)   CDTI Assisted Visual Separation (CAVS) which provides distance and differential groundspeed to a designated traffic target displayed on the CDTI and AGD.

 

d)   In-Trail Procedure (ITP) providing the flight crew the displayed information required by AC 90-114 to evaluate, monitor, and perform an ITP maneuver.

 

2.3 SafeRoute TM provides the display of the surrounding traffic information to the flight deck on the Cockpit Display of Traffic Information and the ADS-B Guidance Display.

2.3.1 Cockpit Display of Traffic Information (CDTI). The CDTI function provides a heading-up or track-up display on the installed Electronic Flight Bag showing the relative position of traffic to own-ship.  Information related to the traffic, such as relative altitude, flight ID, etc, can be displayed for each aircraft/vehicle. When the own-ship is on ground, landing, or taking off, own-ship and the traffic is displayed on top of an airport surface moving map. ADS-B equipped ground vehicles and aircraft are displayed. The display and map provide standard moving map features such as zoom and de-clutter.

2.3.2 ADS-B Guidance Display (AGD). The AGD is a small display in the flight crew’s forward field of view installed on the forward flight panel. Additional data is displayed on the AGD related to the designated traffic target such as Command Speed, Differential Ground Speed, and Target Distance. This information is also displayed numerically and graphically on the CDTI.

2.3.3 Coupled Traffic. An individual traffic target can be designated by the flight crew for coupling to a specific SafeRoute TM application, either the Merging & Spacing application or the CDTI Assisted Visual Separation ( CAVS) function. Both require the flightcrew to designate a target.

2.3.3.1 An individual traffic target can be selected or highlighted by the flightcrew with information about the selected traffic displayed numerically on the CDTI. This includes information such as flight ID, aircraft category, range from own ship, and ground speed.

2.4 Merging & Spacing (M&S). The Merging & Spacing application provides a suggested speed target to the flight crew to allow aircraft speed adjustments to achieve and maintain a fixed temporal spacing behind a target aircraft. Activating the Merging & Spacing application requires the flight crew designate the desired Traffic to Follow by entering the flight ID of the traffic (e.g. “UPS123”) or selecting the traffic on the CDTI.  Additionally, the flight crew specifies the desired time interval between the two aircraft (e.g. 120 seconds). The SafeRoute TM system allows entry of a merge waypoint; however the system does not require a specified merge waypoint for proper operation. The Merging & Spacing application calculates a suggested Command Speed that, if flown, would achieve or maintain the desired spacing. This Command Speed is displayed on both the CDTI and a separate ADS-B Guidance Display (AGD). The flight crew then chooses to enter the Command Speed into the FCU/MCP so that the aircraft flies that airspeed.

2.5 CDTI Assisted Visual Separation (CAVS). Using the ability to designate a target enables the CAVS operational procedure. Under CAVS, the flight crew can maintain “visual separation” from an ATC-designated aircraft using a combination of out-the-window visual surveillance and monitoring of the aircraft position on the CDTI and AGD.

2.6 In-Trail Procedure (ITP). The In-Trail Procedure application provides information required by the flight crew to evaluate the traffic situation, request an ITP maneuver, and monitor the traffic during the maneuver itself. The ITP function gives information via the CDTI display and aural messages. The flight crew’s only required input is the desired flight level and reference aircraft (optional). These inputs are made through the CDTI.

 

2.7 SafeRoute TM System Description Document. The system description document published by Aviation Communication and Surveillance Systems (ACSS), document numb er 8006982-001 Rev B , and contains the in-depth description of the capabilities and functionality of SafeRoute TM . The system description is included in the appropriate aircraft AFM Supplement.

 

 

3.      Operations Manual Procedures for Use of SafeRoute TM

Normal and supplemental operating procedures must be included in the applicable airplane operations manual and applicable flight deck checklist(s) and briefing guide as applicable. Descriptions of specific functionalities may be contained in the “SafeRoute TM Pilot’s Guide,” ACSS document number 8007175-001, supplied by the vendor or incorporated into the operator’s manual.

 

 

4.      Specifications for Training

4.1 Initial Ground Training. Pilots should be trained to proficiency using Level C training as defined in AC120-53, as revised, Appendix 1. CBT’s should be used in conjunction with an applicable ground training device (e.g. part task trainer, simulator, or aircraft).

4.1.1 Ground training should be incorporated into an operator’s initial, recurrent, upgrade, and transition training. This will require additional training to a currently approved training program as this is an added system and functionality that does not replace any current system or function.

 

 

4.2 Initial Flight Training. There is no requirement for flight training. There is a requirement to ensure flight crews assimilate the ground training. This may be accomplished in either a level C or D simulator using a LOFT scenario, provided the simulator is programmed for SafeRoute operations, or during a supervised line segment using the functionalities. The supervising individual may be either a check airman, a SafeRoute TM instructor or under certain circumstances, a SafeRoute TM qualified Captain. The SafeRoute TM instructor is an experienced instructor/airman in either the aircraft and/or the simulator, and has been identified by the company as capable of SafeRoute TM instruction. A check airman or a SafeRoute TM instructor may conduct the supervised flight by occupying the jumpseat. The supervising individual may also be a SafeRoute TM qualified Captain for an unqualified SafeRoute TM First Officer.

 

4.3 Recommended ITP training content can be found in AC 90-114, as revised, Appendix 2.

 

5.      Specifications for Checking

5.1 Initial Checking. Pilots should be checked after initial ground training for proficiency using Level B checking as defined in AC120-53, Appendix 1, for the particular tasks involved with SafeRoute TM operations.

5.2 Recurring Checking. Pilots should be checked for annual proficiency using Level B checking as defined in AC120-53, Appendix 1, for the particular tasks involved with SafeRoute TM operations during annual Line Checks, Proficiency Checks, or as approved in the operator’s Advanced Qualification Program.

 

 

6.      Specifications for Currency

6.1 If ACSS SafeRoute use is included in recurrent training and recurrent line checks, no unique currency programs apply.

 

6.2 Level B Currency. If not included in recurrent training, currency may be established through self-review of manual information, operator issued bulletins, video tapes, computer based training aids or in-flight with another SafeRoute TM operations current flight crewmember in a required flight crewmember position. Currency may also be accomplished in-flight as a pre-SafeRoute TM operation briefing between the operating crewmembers.

 

 

 

Appendix 1

 

B-757-200/B-767-300 Report

 

Appendix 1 of this report addresses and acknowledges the operational suitability of the ACSS SafeRoute TM package as evaluated on the Boeing 757-200 (STC ST02053LA) and 767-300 (STC ST02126LA).

 

Subsequently, the ACSS SafeRoute TM system was installed on a Delta Airlines Boeing 767-300 aircraft to evaluate and certify (amend STC ST02126LA) the In-Trail Procedures (ITP) application and functionality. SAAM with TCAS change 7.0 was also observed and evaluated.

 

1.0.   Demonstrated Operations

1.1 The initial ACSS SafeRoute TM system was installed on United Parcel Services (UPS) Boeing 757-200 and Boeing 767-300 aircraft. The evaluated ADS-B applications included Surface Area Movement Management (SAMM), Merging & Spacing (M&S), and CDTI Assisted Visual Separation (CAVS).

 

1.2 M&S. SafeRoute TM M&S functionality was demonstrated as described in the ACSS system description and requires at least one operating CDTI and the AGD. Without an AGD the crews would have to spend an inappropriate amount of time diverting their attention to the CDTI (i.e. “heads down”). At least one CDTI is required to designate the desired Traffic to follow and associated criteria (i.e. spacing interval).

1.3 CAVS. SafeRoute TM CAVS functionality was demonstrated as described in the ACSS system description and requires at least one operating CDTI on the Pilot Flying side and the AGD. At least one CDTI is required to designate the desired Traffic to follow and the AGD for monitoring separation without diverting attention to the CDTI.

1.4 SAMM. The moving map display of the airport surface, showing own-ship position as well as the positions of nearby participating traffic and ground vehicles demonstrated an enhanced awareness of surrounding airborne and ground traffic. This functionality does not replace the pilot’s out-the-window scan during taxi, takeoff and approach to landing. It does not relieve the pilot of responsibility of maintaining visual separation or position awareness. At least one EFB must be operative to use the SAMM function.

1.5 ITP. SafeRoute TM ITP functionality was demonstrated as described in the ACSS SafeRoute TM Pilot’s Guide and requires at least one operating CDTI and associated aural message capability. This functionality provides information required to request the ITP maneuver. It does not relieve the flight crew from the requirement to receive ATC clearance prior to leaving assigned altitudes.

 

2.0    Training, Checking and Currency

 

There are no changes, exceptions or additions to the information listed in the main body of the Operational Suitability Report.

 

 

3.0    Rapid Depressurization

Rapid Depressurization . The EFB’s installed contain Astronautics sealed hard drives and have been tested for rapid depressurization. They are fully functional in a depress urized aircraft.

 

 

 

 

 

James P. Vogt

B-757/767 Flight Standardization Board

Seattle Aircraft Evaluation Group

 

Appendix 2

 

Airbus A330-200, A330-300 Report

 

 

Appendix 2 of this report acknowledges the operational suitability of the ACSS SafeRoute/ TCAS system as evaluated on the Airbus A330-200 (STC ST02301LA).  The system was installed on a US Airways A330-200 aircraft.  The associated Cockpit Display of Traffic Information (CDTI) software was hosted on a previously installed EFB mounted at both flight crew stations.  The evaluated ADS-B applications included Surface Area Movement Management (SAMM), Merging & Spacing (M&S), CDTI Assisted Visual Separation (CAVS) and In Trail Procedures (ITP).

 

 

1.0 Demonstrated Operations

 

The test flight profile described below was flown first, the night before, in an A330-200 Class D Full Flight Simulator at the US Airways Training Center.

 

1.1        The flight test was conducted utilizing a US Airways unmodified A320 target aircraft and a US Airways ADS-B In equipped A330-200. Operating out of Charlotte Douglas International Airport, with the assistance of Atlanta Center, the A320 and A330 were able to fly a coordinated series of maneuvers testing the operational suitability of the ACSS SafeRoute system

 

1.2        Prior to takeoff, the functionality of the SAMM application was evaluated taxiing along various taxi ways enroute to the departure runway. The airport surface moving map is automatically displayed on the CDTI with own-ship clearly designated. The CDTI provides a heading up or track up display of traffic relative to own-ship.

 

            Individual traffic targets are selected on the CDTI. When the target is selected, the flights’ ID, aircraft category, range from own-ship, and ground speed is displayed. The selected traffic can then be “coupled” to a specific application such as M&S and CAVS.  Once “coupled”, the Target Distance and Differential Ground Speed are displayed on the AGD (mounted in the space preciously occupied by the DDRMI) and CDTI.

 

            The A330 followed the A320 to a point 300 NM west of CLT to simulate an “oceanic” leg in the North Atlantic. During the climb and enroute portion, the In-Trail Procedure (ITP) function was evaluated. The SafeRoute system provides the situational awareness of surrounding traffic to the flight crew.  This enabled the crew to request several ITP maneuvers from ATC and monitor the traffic during the maneuver on the CDTI.

 

            The two aircraft made opposing 180° turns to commence converging routes to intercept the RNAV arrival back to CLT. ATC gave spacing instructions to both aircraft. The Merging and Spacing function is designed to facilitate the workload during descent and arrival phase of the flight. It provides a command speed, displayed on the AGD, which enables the flight crew to make speed adjustments via the FCU to achieve and maintain a fixed spacing behind the coupled aircraft. The M&S function is activated when the own-ship and traffic to follow (TTF) aircraft are on the same lateral flight path or flying toward a common merge point on the NAV display.

 

            The CDTI Assisted Visual Separation function was evaluated while flying multiple visual approaches landing south at CLT. The A320 was designated as TTF by ATC and was coupled on the CDTI using ATC provided bearing, distance, and flight ID. CAVS assisted the flight crew to establish and maintain visual contact with the TTF. It provides Target Distance and Differential Ground Speed on the AGD. 

 

1.3        The ACSS SafeRoute system is hosted on the previously certified TCAS 3000SP, TCAS II.  TCAS Traffic Displays will not display ground traffic. Ground traffic is displayed on the CDTI.  The TCAS Traffic Displays uses standard TCAS symbology for both TCAS only traffic and ADS-B Out equipped traffic. The CDTI uses standard TCAS symbology for TCAS-only traffic but uses enhanced symbology for ADS-B Out equipped traffic. Refer to the SafeRoute Pilot’s guide for a complete description of the symbology used on the CDTI.

 

2.0 Training, Checking, and Currency

 

            There are no changes, exceptions or additions to the information listed in the main body of the       Operational Suitability Report.

 

 

 

 

 

James P. Culet

A-330/340 Flight Standardization Board

Seattle Aircraft Evaluation Group