Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 4824

c) from a pilot-operated switch. The sensitivity level used by ACAS is set by the smallest nonzero SLC command provided by these three sources. When a Mode S ground station or the pilot has no particular interest in the sensitivity level setting, the value zero is delivered to ACAS from that source and it is not considered in the selection process. The sensitivity level will normally be set by the internally generated value based on altitude band. Hysteresis is used around the altitude thresholds to prevent fluctuations in the SLC command value when the ACAS aircraft remains in the region of an altitude threshold. 3.6 Compatibility with on-board Mode S transponders 3.6.1 Compatible operation of ACAS and the Mode S transponder is achieved by coordinating their activities via the avionics suppression bus. The Mode S transponder is suppressed during and shortly after an ACAS transmission. Typical suppression periods are a) 70 microseconds from the top antenna and b) 90 microseconds from the bottom antenna. These suppression periods prevent multipath caused by the ACAS interrogation from eliciting an SSR reply from the Mode S transponder. 3.6.2 Unwanted power restriction on a Mode S transponder associated with ACAS is more stringent than in Chapter 3, 3.1.2.10.2.1 in order to ensure that the Mode S transponder does not prevent ACAS from meeting its requirements. Assuming a transponder undesired radiation power level of –70 dBm (Chapter 4, 4.3.11.1) and a transponder to ACAS antenna isolation of –20 dBm, the resultant interference level at the ACAS RF port will then be below –90 dBm. 2007/70/II. szám Attachment Annex 10 — Aeronautical Telecommunications ATT-35 28/11/02 3.6.3 An additional compatibility requirement is to keep the leakage power of the ACAS transmitter at a low level (see 3.2.1). 3.7 Indications to the flight crew 3.7.1 DISPLAYS 3.7.1.1 ACAS implementations will typically display resolution advisory information on one or two displays. The TA display presents the crew with a plan view of nearby traffic. The RA display presents the crew with manoeuvres to be executed or avoided in the vertical plane. The TA display and the RA display may utilize separate indicators or instruments to convey information to the pilot, or the two functions may be combined on a single display. The displayed RA information can either be integrated with existing displays available on the flight deck or presented on a dedicated display. 3.7.1.2 TRAFFIC ADVISORIES 3.7.1.2.1 The TA display presents the flight crew with a plan view of nearby traffic. The information thus conveyed is intended to assist the flight crew in sighting nearby traffic. Simulation has demonstrated that tabular alphanumeric displays of traffic are difficult for the flight crew to read and assimilate, and the use of this type of display as the primary means of displaying traffic information is not recommended. The TA display provides the capability to display the following information for intruders:

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