![]() ![]() Its main purpose is to ensure competition between manufacturers by specifying the size, power requirements, interfaces and performance of equipment to be located in the equipment bay of the aircraft. ĪRINC (Aeronautical Radio, Incorporated) is an airline run organisation concerned with the form, fit and function of equipment carried in aircraft. Both organisations frequently work together and produce common documents. The American Radio Technical Commission for Aeronautics (RTCA) and the European Organization for Civil Aviation Equipment (Eurocae) produce Minimum Operational Performance Standards for both ground and airborne equipment in accordance with the standards specified in ICAO Annex 10. Volume III, Part 1 is concerned with digital data communication systems including the data link functions of Mode S while volume IV defines its operation and signals in space. The objective is to ensure that aircraft crossing international boundaries are compatible with the Air Traffic Control systems in all countries that may be visited. It publishes annexes to the Convention and Annex 10 addresses Standards and Recommended Practices for Aeronautical Telecommunications. ![]() The International Civil Aviation Organization (ICAO) is a specialized agency of the United Nations headquartered in Montreal, Quebec, Canada. Given its primary military role of reliably identifying friends, IFF has more secure (encrypted) messages to prevent "spoofing" by the enemy, and is used on many types of military platforms including air, sea and land vehicles. Air traffic control systems recalculate reported pressure altitudes to true altitudes based on their own pressure references, if necessary. The pressure altitude is independent of the pilot's altimeter setting, thus preventing false altitude transmissions if altimeter is adjusted incorrectly. Most SSR systems rely on Mode C transponders, which report the aircraft pressure altitude. SSR can provide much more detailed information, for example, the aircraft altitude, as well as enabling the direct exchange of data between aircraft for collision avoidance. Independent secondary surveillance radar (ISSR), designation YMT, north of Chibougamau, Quebec, Canadaīoth the civilian SSR and the military IFF have become much more complex than their war-time ancestors, but remain compatible with each other, not least to allow military aircraft to operate in civil airspace. Primary radar is still used by ATC as a backup/complementary system to secondary radar, although its coverage and information is more limited. When primary radar was the only type of radar available, the correlation of individual radar returns with specific aircraft typically was achieved by the controller observing a directed turn by the aircraft. Its targets do not have to co-operate, they only have to be within its coverage and be able to reflect radio waves, but it only indicates the position of the targets, it does not identify them. For air traffic control purposes this is both an advantage and a disadvantage. This type of radar (called a primary radar) can detect and report the position of anything that reflects its transmitted radio signals including, depending on its design, aircraft, birds, weather and land features. Precise knowledge of the positions of aircraft would permit a reduction in the normal procedural separation standards, which in turn promised considerable increases in the efficiency of the airways system. The rapid wartime development of radar had obvious applications for air traffic control (ATC) as a means of providing continuous surveillance of air traffic disposition. ![]()
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