Transponder at the gate
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Join Date: Apr 2007
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Transponder at the gate
What powers the transponder that allows us not to select standby after engine shutdown. (Airbus, but might apply to Boeing too)
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Transponder in STBY NO transmission
Transponder in AUTO on ground Mode S only
Transponder in Auto in Flight Modes A C and S
Its NOT a company requirement but an ATC requirement to reduce traffic info on the ground, which is why it is set to auto with push / start clearance. Also a manufacturers SOP.
Transponder in AUTO on ground Mode S only
Transponder in Auto in Flight Modes A C and S
Its NOT a company requirement but an ATC requirement to reduce traffic info on the ground, which is why it is set to auto with push / start clearance. Also a manufacturers SOP.
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Cockpit preparation
ATC ............................................................ ............................................................ ............. STBY
ATC and TCAS are on standby. To prevent possible interference to radar surveillance systems
At start clearance
ATC......................................................... ..........................................................SE T FOR OPERATION
ATC is set in accordance with airport requirements.
Parking
ATC......................................................... ............................................................ ...........................STBY
On the A380, we used to leave it on AUTO all the time. But that got changed to STBY at shut down as well. Something to do with Canadian ATC still seeing us on their screen I was told.
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By Airbus SOP, transponder should be set on Stby at the gate and back on Auto when start up clearance is received.
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Using an altitude filter, the label of the aircraft can be suppressed by setting a lower limit just above aerodrome elevation.
But in our case the system will throw a 0 on the mode C readout if it doesn't work for any reason, and that will then be corrected to a minus X amount of feet if the QNH is low..... so we never use the lower limit of a filtering function when working approach since we may loose the label if an aircraft has a mode C failure.
But for us with an "old" secondary surveillance radar having labels all over the airport can be slightly annoying for approach. But it all depends on the radar system... and I bet there are quite a few out there more advanced than ours
But in our case the system will throw a 0 on the mode C readout if it doesn't work for any reason, and that will then be corrected to a minus X amount of feet if the QNH is low..... so we never use the lower limit of a filtering function when working approach since we may loose the label if an aircraft has a mode C failure.
But for us with an "old" secondary surveillance radar having labels all over the airport can be slightly annoying for approach. But it all depends on the radar system... and I bet there are quite a few out there more advanced than ours
