Question about SSR Identification Procedure
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Question about SSR Identification Procedure
Hi everybody:
I was confused by the following two SSR identification procedures From DOC4444 :
b) 'recognition of an assigned discrete code, the setting of which has been verified, in a radar label' and
e) 'observation of compliance with an instruction to set a specific code'
I understand how e) works, but how is b) carried out ? what is the difference between b) and e)?
Thanks a lot!
I was confused by the following two SSR identification procedures From DOC4444 :
b) 'recognition of an assigned discrete code, the setting of which has been verified, in a radar label' and
e) 'observation of compliance with an instruction to set a specific code'
I understand how e) works, but how is b) carried out ? what is the difference between b) and e)?
Thanks a lot!
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option B is recognising a code that we know to be assigned to a specific aircraft.
For example a en-route aircraft would have a squawk code assigned to it at the start of the flight which would have been validated at the time of departure. All subsquent strips that print out on that aircraft will have the same squawk code beneath the callsign enabling us to recognise the aircraft throughout the entire duration of flight.
This means that we don't have to do option E when the aircraft is transferred between sectors.
Furthermore, because the aircraft keeps the same squawk we can tell our systems what A/C callsign belongs to what squawk code which can then be displayed on the radar so instead of seeing lots of 4 digit codes we see the callsigns instead.
Hope this helps.
For example a en-route aircraft would have a squawk code assigned to it at the start of the flight which would have been validated at the time of departure. All subsquent strips that print out on that aircraft will have the same squawk code beneath the callsign enabling us to recognise the aircraft throughout the entire duration of flight.
This means that we don't have to do option E when the aircraft is transferred between sectors.
Furthermore, because the aircraft keeps the same squawk we can tell our systems what A/C callsign belongs to what squawk code which can then be displayed on the radar so instead of seeing lots of 4 digit codes we see the callsigns instead.
Hope this helps.
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Many thanks to you Someone_Else, could you please explain a little bit about another idendification procedure 'by transfer of radar identification', how can this method be carried out?
One more question is in what conditions the controller might use option e)?
Thanks!
One more question is in what conditions the controller might use option e)?
Thanks!
Last edited by ericliu; 25th Feb 2009 at 14:26.
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'by transfer of radar identification' would mean either by a controller in the same room physically pointing at the contact on your screen and giving an ident or being given a postion report over the phone from the controller handing over.
Option e would be used when a radar handover as in the above example isn't used and the aircraft free-calls you. You would give him a squawk and by seeing the pilot set that squawk on your display he is idented.
Option e would be used when a radar handover as in the above example isn't used and the aircraft free-calls you. You would give him a squawk and by seeing the pilot set that squawk on your display he is idented.
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In addition to Glamdrings' reply there are occasions when an aircraft is transferred to another unit that is not on the same system or perhaps lies outside controlled airspace etc.
As part of the co-ordination process the receiving unit will provide a new squawk code from their allocation (this allows everyone working radar in the locality to quickly identify who is working what!). It is usual practice for the offering controller to change the squawk and validate it before handing the aircraft over to the next unit (because the offering controller already has the identity of the aircraft in the first place).
So in the above example the offering controller would be using option E (observing the change) and the receiving controller would be using option B (recognising!)
As part of the co-ordination process the receiving unit will provide a new squawk code from their allocation (this allows everyone working radar in the locality to quickly identify who is working what!). It is usual practice for the offering controller to change the squawk and validate it before handing the aircraft over to the next unit (because the offering controller already has the identity of the aircraft in the first place).
So in the above example the offering controller would be using option E (observing the change) and the receiving controller would be using option B (recognising!)
