Shulou(Shulou.com)06/01 Report--

This article shows you how to carry out AirNet backup ATC system maintenance, the content is concise and easy to understand, it will definitely brighten your eyes. I hope you can get something through the detailed introduction of this article.

1. The whole SDD rotates clockwise according to the magnetic deflection configured in the sdd parameters on the dbm. Now the drawing tool only recognizes config/sdd.xml, only reads the magnetic bias in the sdd.xml file, and then rotates clockwise according to that magnetic deviation. If the sdd configuration in the field distinguishes the magnetic bias used in Acc App Twr,sdd, it is not in the sdd.xml file, but in sddACC.xml/sddAPP.xml/sddTWR.xml, you need to check whether the magnetic bias in sdd.xml is consistent with that of sdd. If sdd.xml did not set magnetic bias or inconsistency before, there should be no problem if the map was drawn at the specified latitude and longitude. There will be a problem if it is drawn through the mouse.

2. The single radar data recorded by DRP comes from MSDP processing, the SDQS radar data is taken from MPDC output, and a section of single radar data is recorded on SMPC from SDFP output.

3. The server only correlates with multi-radar data, and the relevant information of single radar is the corresponding relationship found by SDD from the relevant information of multi-radar.

4. The maximum processing capacity of the second institute is now 64 dual channels. The interface capacity of Sichuan University is 32 radar data 4-channel 128-channel input interfaces.

5. MSDP will enter bypass mode when it goes down, and the normal multi-radar and single radar are gone, so the single radar data of SDD also comes from MSDP.

* 6. Hanshan INDRA radar: for an output port, it can be configured to output CAT001 (Datagram)-002 (service newspaper) or CAT048-034, or it can be configured to output data in both Amax C mode and S mode.

7. Belt. Restart the SDD process after adding INT_LAYER_MEASURE_FONT_SIZE=12 to the local offline parameter file / home/cdatc/AirNet/bin/conf/.sdd_offline.conf.0 at the beginning of SDD, modify the font size of ranging lines, and modify the offline parameters of SDD for the color of ranging lines on DBM.

8. When GRD parses the grdcfg.ini file, there will be a problem with the "space" at the beginning of the line. The error will be parsed to "% 23". The comment is to use the symbol: # or; on the left side of each parameter.

9. One of the reasons for radar irrelevance: failure to create a plan caused by a plan parsing problem: configure FDP offline parameter to not check the number of groups (for foreign flights with more grouping 19, configure not to check)

Fdp_offline.ini- > iSCheckNum=0 / / whether to check the message grouping format, 0 does not check

10. The existing SDQS can only access version 0.26 of ADS-B. Currently, the version issued by Taiyuan data Center is version 2.1, while SDQS does not support version 2.1. In the future, a new version of SDQS will support the latest radar and ADS-B formats.

11, 30 minutes later, the target of control is pre-control state, control demand other seat control status aircraft is also pre-control color: change "other control target" color to the same color as "notice (pre-control)" color.

12. The radar / ads-b shielding area cannot be "circular", otherwise it will not take effect. "polygons" should be used and the upper and lower limit height should be set. Set up the ADS-B shielding area of the tower area to avoid landing on the runway. The plane also shows that the phenomenon is 20 seconds longer than that without ADS-B. The shielding area is: the extension line 10KM at both ends of the runway, and the rectangle of 5KM around the center line of the runway, with a height of 1000 meters.

13. ADS-B splitting and radar target splitting, the cause is investigated, the ADS-B SSR code jumps for about 20 seconds, resulting in splitting, but after the ADS-B signal is restored, the MSDP program is reintegrated slowly, and the update msdp program is solved.

14. (see 39) after stopping the Taiyuan flight (the flight number is the same), when the pre-order flight has not landed in the tower control area, because "whether to allow the outgoing flight in the pre-activated state to automatically correlate with the target just taking off" is Yes, which leads to the invalidation of the restrictions related to the flight track automatically when the electronic process order of the tower is in the "runway" or "take-off" state. Subsequent flights that are pre-activated will automatically correlate with the targets that have just taken off (mistakenly judging that the unlanded pre-flight of the same flight number meets the conditions, but not judging the SSR consistency), resulting in the error of automatically sending DEP reports. (question: just judge the flight number? We should judge the flight number and SSR--- at the same time, because in this case, the suspended flight number is the same, but the SSR is different. At that time, the ADS-B and the radar track split, could it not take into account the factor that the failure of SSR in ADS-B was caused by radar +? )

* manufacturer replied: currently, if the SSR is invalid, ignore it. Do not consider the matching of SSR and match the flight number. If the SSR is valid, then the SSR is consistent.

* the system automatically assigns SSR codes to flights taking off from airports in this area that are in an inactive and pre-activated state T minutes before their estimated departure time.

* when the primary / standby system mode parameter configuration item "whether to allow the outgoing flight in the pre-activated state to automatically correlate with the target just taking off" on the DBM is No, it is equivalent to turning on the switch switch of "using the tower electronic process single data". The system is based on the electronic process single state sent by the tower power system to the ATC system. Only outgoing flights that are in the "in-runway" or "take-off" state are allowed to automatically relate to the track.

In addition, the pre-activation allows automatic correlation to be turned off, so the pre-activation plan does not participate in the automatic correlation, and can only be automatically related when the FDD "coordinated take-off" plan, so that the landing track error will not be related.

When the pre-activated take-off plan is Yes, the system allows outgoing flights in the pre-activated state to be automatically related to the target.

15. The GRD program design of the tower ground mat can be dragged into the runway at any time in advance. When "whether to allow the outgoing flight in the pre-activated state to automatically correlate with the target that has just taken off" is No, the outgoing flight in the single state of "entering the runway" or "taking off" is automatically related to the track.

If two institutes are used to automatically shoot and send arrival reports, Rice's electronic process order system will automatically shoot and initiate flight reports, and it is necessary to turn off the 'allow departure pre-activated flight automatic correlation' switch to realize the application requirements.

16. The setting values of automatic related parameters of DBM are suggested: take-off distance 50000 meters, take-off altitude 2000 meters, landing distance 50000 meters, landing altitude 2000 meters. These four parameters are used to define whether the target is in the take-off or landing phase, and the yaw warning will not be calculated within this range. It has nothing to do with the function of automatic take-off and landing report.

* for flights that have just taken off and are about to land in the terminal area, the system only allows flights to be automatically related to targets within a certain range and altitude of the field. For example, for a flight that has just taken off, if the distance between the target track and the runway is too far, or the height difference between the target and the field has exceeded a certain threshold, the target is not allowed to be automatically related to the outgoing flight in the pre-activated state.

17. SSR resources that are "reserved" will be displayed in the GRD manual selection SSR drop-down box, and will not participate in automatic allocation.

18, put in the fcs.ini file 7 related weight values are not supported in 2.1.2p1, only in the p2 version.

19. The log file of SDI is large, which takes up 150 GB of space a month. Modify the sdi.ini.

OPEN_RECV_LOG=false

OPEN_XMIT_LOG=false

Restart SDI and the logging data will be reduced.

20. Fcs displays DB dead on SMC. When the database goes down, restarting FCS will have an impact, and the real-time flight plan of the system will be lost. When the fcs is running normally, the database outage will not affect it.

21. The system connects to INDRA radar. Both commom_asterix and raython_asterix can be used in radar format. Commom_asterix is recommended by the manufacturer.

22. Msdp log record: _ _ is fusion information, and the callsign in the fusion data comes from ADS-B, which has nothing to do with the plan; + is the pre-sent single radar data before fusion. If it is ADS-B (RADAR=9), there will be valid NUC and callsign information. If the radar callsign= is empty, because the radar does not have a nuc value, the nuc will fill in a fixed value, usually 0-10 positions. It is the single radar data processed by MSDP, such as the data after checking the validity and repeatability.

Only the flight number of the "plan" is displayed on the SDD. It is recommended to display the flight number from the ADS-B in the EXTEND message to facilitate the confirmation of the CD prompt (inconsistent flight number, DS flashing prompt, no sound). Similar to the DS prompt, two SSR values different from the plan and radar will be displayed in the EXTEND message.

23. The DS-4 allocator equipped with two ATC uses an internal clock, and the maximum dialing rate supports 19.2Kbps. Most civil aviation use external clock, FPGA design is rising edge data collection, manufacturer test can support 64Kbps, but in Guiyang, when the superior transmission equipment rate is in 19.2Kbps, it is rising edge alignment, when the rate is 38.4Kbps, 64Kbps becomes falling edge alignment, resulting in the problem that the DS-4 distributor can not collect data normally (need to pay attention to in the application, here to solve the problem of superior transmission equipment).

24. ADS_B is not related. Plan parsing problem = configuration parameters do not check the number of groups OK (if there is more grouping 19 for foreign flights, it is configured not to check)

25. To confirm whether the destination airport is subject to flow control restrictions, check in "basic Information maintenance of flow Control restrictions". If the flight is counted as flow control, log record: calc GRD_Flow to [T], and the release seat initiates the transfer to the ground seat, and the status will change from [wait for 20] to [transfer flow control application 65] to [transfer flow control application 65]-- 70Muk, 75m, 80w, 85, and then to [not launched 115]. Otherwise, if the flight is not counted as flow-controlled, the release seat initiates the transfer to the ground seat, and the status will go directly from [waiting for 20] to [not launched 115].

26. Install the SDD seat on the virtual machine: the sound thread running SDD for cdatc users cannot be started (this check cannot be shielded. The sound processing of sdd is the basic function, and there is no processing skipped. ), causing sdd to exit. Need su-root (root users can skip processing sound), manually start the sdd process to run, monitor and display SND DEAD. (HP 4600 host BIOS enables the built-in sound card, otherwise the SDD process fails to start as a cdatc user and core will be generated frequently), debugging steps:

Manually execute the following on sdd natively

Killall-9 sdd Xrec mid_32

. / mid_32 nolife

Open another terminal to run

Gdb. / sdd

Then enter r

Enter bt after the operation is stopped

27. The second system uses a layer 2 switch, and it is necessary to turn on IGMP Snooping when using multicast (IGMP protocol runs at the network layer, while IGMP Snooping runs at the link layer). The layer 2 device running IGMP Snooping establishes a mapping relationship between the port and the MAC multicast address by analyzing the received IGMP packets, and forwards the multicast data according to this mapping relationship. When the layer 2 device is not running IGMP Snooping, the multicast data is broadcast at layer 2; when the layer 2 device runs IGMP Snooping, the multicast data of the known multicast group is not broadcast at layer 2, but is multicast to the designated receiver at layer 2. IGMP Snooping is transparent to the router and the host. It only listens to the IGMP messages between the two to establish its own multicast membership table.

28. FSSA (inconsistent flight intention) alarm function: the sign shows a red SFL alarm.

29. The processing of automatic correlation in S mode is the same as that in ADS-B, and the display mode of the added items in S mode radar is the same as that in ADS-B. In other field applications, the S-mode radar does not set up a ground shielding area.

30. What is the problem of the fusion of neither flight number nor SSR ADS-B signal with AC mode radar? Position, height, these basic conditions meet the correlation conditions will be integrated. However, there is s-mode radar in the fusion radar, which can be distinguished by 24-bit address code. Due to the risk of incorrect integration, it is recommended to optimize that ADSB will not participate in integration without flight number or SSR (that is, without uniqueness conditions such as SSR, ACID, CODE, it will not be integrated). Consider the implementation of parameters such as a switch later.

31, V2.1.2P2 version, in shadow mode, the shadow sector target does not change the control color: parameter B_FEA_SHOWN_BY_SECTOR_WHEN_SHA=0 in .sdd_offline.conf.0. The next version can support shadow by sector (shadow is by sector, not by seat).

32. SDD sign status: pre-notice: 20-30 minutes in advance, can be pre-announced color in multiple sectors in advance; pre-control: 0-20 minutes in advance, and the next one is required, not in the lower sector

33. The track of the system does not support the establishment of shielded areas, and a single surveillance source such as radar, ADS-B and so on.

34. The "top height value" of the radar shielding area is compared with the original radar height value (because it is the shielding area setting of a single radar, and the single radar height has not been corrected by QNH), it is not the target height corrected by QNH displayed on SDD.

35. APM alarm of the second system: the follow-up new apm algorithms include upper height, lower height, cut-in height alarm, and course warning. There is no such thing at present (2019-8-8).

36. The second system delivers the process order according to the seat code. if two seats log on to the same seat, the two machines will print at the same time, the seats of the logical seats TWR will be printed manually, and all the machines that log in to the seats will be printed out automatically according to the seats delineated by the sector. all the machines that log in to the seats will print, and typing the "blank list" is only for the "local" link printer.

37. When it is related to radar, the flight time to the rendezvous point is calculated first by using the system seen on FDA to calculate the automatic counting time through the 4D track. If the time deviation entered manually with the route table on FDD is more than 30 minutes, the time entered manually will be used. (for foreign flights, there is no coordinate information of the foreign departure airport, so it is recommended to enter it manually) If none of the above information is available, use the time of drawing a straight line from the departure airport to the boundary point.

38. After the automatic master and standby synchronization of the second Institute of Sichuan University, if the two systems are in a slave state and the flight status of GRD is abnormal, the flight status information maintained and processed by GRD will be synchronized by the main Sichuan University system. Airnet as the main state, GRD runs OK, but if the controller does not operate GRD, when the take-off flight approaches and takes over, the GRD will automatically disappear; the landing flight will automatically disappear on the GRD after landing VSP (time parameter on DBM) time.

39. (see 14) the SWITCH button, preactive auto couple=ON, in the INFO of the SDD Director indicates that the outgoing flight is allowed to automatically correlate with the same SSR target attached to this field and send the DEP report automatically in the pre-activated state. After switching the operating mode of the system (active system, standby system), you need to check whether this switch is turned on. It takes effect immediately after modification, and there is no need to modify fcs.ini. This parameter has now been made online, and the current software version no longer uses the MUST_COOR option in fcs.ini.

40. If the fcs process is restarted or the dbm online master / slave switch parameters are published, the switch status of the dbm master / slave switch parameters is read by default. There is a problem: on SDD, info---switch automatically shoots take-off and landing reports to On, and the active Fcs updates the status, but the standby Fcs status is not updated (the standby running status is Off): in the test, when we are active on the Fdp1 server, we set it to On on Sdd and switch to Fdp2, and the result is not automatically patted and sent, and then when Sdd is set to On, it can be automatically sent.

* the 2.1.2p3 version has been resolved: and the setting status of the automatic take-off and landing report displayed on the SDD is consistent with the actual operation effective status.

41. Secondary code ASSR/PSSR. ASSR (assigned SSR code) is the secondary code assigned to the flight in this flight data information region. PSSR (previous SSR code) is used for the secondary code used by incoming flights in the previous adjacent area, or the secondary code previously used after the secondary code has been changed. The system only uses ASSR, does not handle, does not use only records to display PSSR.

42, 2019.11.23 the current version of bypass multi-radar, there will be redundant dcid and dfid alarms, subsequent 2.1.2p3 versions have been resolved.

43. Turn off the automatic handover. If the departure handover rules are not configured in the fdd route information-through the runway number corresponding approach sector (the FCS will automatically take effect 1 hour after the modified configuration), the automatic handover will take place after take-off, and the approach will automatically become controlled, then all targets will not automatically become controlled. If automatic handover is turned on, the target in the control column is in a controlled state, and the manual handover will be affected, because all targets in the column will remain in a controlled state all the time. The coordination status does not affect. In the upgraded version of ADS-B, the target is still in the control state of the original seat after being divided into sectors, and the new seat needs to be transferred to the new seat after the original seat is transferred to the fan, or the takeover is forcibly connected in the new seat. If the sector is moved to the new seat due to seat failure, the takeover forcible connection of the new seat can only be changed into the controlled state (because the original seat failure, such as black screen cannot be transferred, etc.) When closing the fan, the seat that has been removed from the sector is in the FREE state (see description below: the original seat 1 has no sector, but the track of the original control state of the seat can be maintained as the control state), it can also be transferred manually or the takeover of the seat in the closing fan can be forcibly connected to the control state.

Version 2.1.2:

Sign color change after dividing and closing sectors

During the separation and closing operation of the seat sector, the color of the signage in the controlled state does not change automatically, and the transfer of the signage needs to be confirmed manually.

SDD modifies the signage color processing mechanism to judge according to the seat. When displaying the signage color of the controlled target, it should be displayed according to the controlled seat of the target.

The control seat will not change during the operation of the split and close fan, and the sign color will not change automatically.

Users hand over manually according to the required sectors.

For example, seat 1 controls AC02, seat 2 controls AC08, seat 1 is merged into seat 2, and seat 2 shows that the closed sector AC02 is pre-regulated advanced after the sector closing fan takes effect. The original seat 1 has no sector, but the track of the original control state of this seat will remain in the control state, and then seat 1 needs to manually hand over the original AC02 flights to seat 2.

-- modified to SDD to display the sign color according to the seat. When dividing and closing the fan, the control sector may change, but the control seat will not change, so as to meet the needs of users.

forty-four。 Version 2.1.2 modifies SDD manual related processing:

1) there is a transponder in the track, and manual correlation is allowed only if at least one of the planned PSSR/ASSR/ is consistent with the target.

2) when there is no transponder in the track, when the flight number is the same, manual correlation is allowed according to the flight number.

3) when manual correlation fails, the corresponding prompt message that manual correlation is not allowed will pop up.

45. Some online parameters have settings interfaces in both INFO-SWITCH and DBM of SDD. Which last operation which parameter setting value takes effect, so it is very likely that the setting values seen in SDD INFO-SWITCH and DBM are inconsistent with the actual effective values. In particular, the default values are used after the online parameters are restarted. You need to reset them in the INFO-SWITCH of SDD to ensure that the online parameters take effect correctly. The online parameters in SDD's INFO-SWITCH have corresponding parameter settings on DBM except "Assign RNAV".

The above content is how to maintain the AirNet backup ATC system. Have you learned the knowledge or skills? If you want to learn more skills or enrich your knowledge reserve, you are welcome to follow the industry information channel.

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