Transponder mode S from pushing back LFPG and NZAA
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Transponder mode S from pushing back LFPG and NZAA
Requirement to turn on transponder from taxi out. Do we select Altitude reporting off or TA only?
The text for airport LFPG and NZAA says " select assigned transponder mode A and activate mode S,set to auto if technically AVBL"
The text for airport LFPG and NZAA says " select assigned transponder mode A and activate mode S,set to auto if technically AVBL"
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TA/RA or AUTO should do the trick usually. That way normal on-ground reporting is enabled and the relevant ATC-Systems (A-SMCGS using multi-lateration and other stuff like it) can work with it.
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Well, actually best to just check your documentation.
In our case it has to be TA/RA as that is the auto-mode (boeing aircraft). Doesn't cause any problems either. Correctly installed TCAS/Transponder systems using TA/RA on the ground do nothing but displaying other targets but cannot be processed by other ACAS systems as they use the ground flag which precludes interrogation by other ACAS systems.
In our case it has to be TA/RA as that is the auto-mode (boeing aircraft). Doesn't cause any problems either. Correctly installed TCAS/Transponder systems using TA/RA on the ground do nothing but displaying other targets but cannot be processed by other ACAS systems as they use the ground flag which precludes interrogation by other ACAS systems.
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I always use ALT OFF, not TARA (boeing classics and NGs).
I did see other aircraft on tcas during a take off roll with altitude reporting on the parallel taxiway....maybe a system malfunction..but during low vis t/o it may have got my hair up...
I did see other aircraft on tcas during a take off roll with altitude reporting on the parallel taxiway....maybe a system malfunction..but during low vis t/o it may have got my hair up...
Originally Posted by Bungfai
...Requirement to turn on transponder from taxi out. Do we select Altitude reporting off or TA only?
When I began my career in the 1970s, I was taught that the transponder should be turned on as part of the line-up checklist, and turned off promptly after landing. This was because at that time, the transponder in the aircraft did not have any way of determining the air-ground status of the aircraft, and would emit replies whenever it was turned on. Replies emitted when the aircraft was on the ground were of no value to anyone in the 1970s.
Recently, I have been responsible for specifying avionics fitment for a new production 19 seat aircraft that has a fully integrated avionics system (Honeywell Primus Apex). The transponder in this aircraft complies with Mode S EHS requirements, which means it transmits an extended squitter (containing aircraft lat/long, heading, speed, etc.) that fulfills ADS-B OUT requirements. The transponder is provided with the air-ground status of the aircraft via datalink to other aircraft systems.
In the case of this very modern aircraft avionics fitment, the crew are instructed to ALWAYS leave the transponder turned on, in Mode S TA/RA. If the aircraft is on the ground, the transponder is aware of this and operates in GROUND mode - it will only reply to interrogations that are specifically directed to the aircraft by name (i.e. by aircraft registration, or by flight number). Interrogations of this sort can be generated by airport ground movement monitoring systems. It will not emit unsolicited transmissions.
The transponder will automatically switch to AIR mode when the rest of the aircraft switches to AIR mode (a consequence of weight on wheels, airspeed, and radar altitude). When it switches to AIR mode, it operates in the usual manner for an aircraft fitted with Mode S EHS (ADS-B OUT support) - it emits a signal once per second, unsolicited.
So, the short answer to the original poster's question must be "check the AFM or FCOM", and see what the aircraft manufacturer has to say about how the transponder operates, and how the crew should configure it. The last phrase in the airport instructions, "set to auto if technically AVBL", suggests that leaving it on all the time (if it is a modern transponder installed in an integrated avionics suite) is probably the appropriate action, but this can only be confirmed by reference to the AFM or FCOM.
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Thanks V1, that was much better put what i was trying to say. Our transponders both in the classics and NG were and are fully integrated into the avionics suite and the operating instruction is similar to the one you mention, allways leave it in AUTO or TA/RA (depending on panel installed).
Last edited by Denti; 24th Sep 2010 at 07:22.
