AT2000 MFD & Apollo 2101 GPS

AT2000 MFD/CDTI

The AT2000 is a multi-function cockpit display of traffic information (CDTI) utilizing advanced traffic symbology that can provide pilots with a complete traffic picture at a glance. The AT2000 is certified to display TCAS proximate traffic as well as ADS-B traffic symbols. When integrated with the AT9000 series LDPU, aural and visual alerts warn the pilot if the system detects a potential conflict with another ADS-B equipped aircraft. In addition, the AT2000 is capable of displaying weather radar information (ARINC 708 interface), terrain depictions from TAWS and EGPWS products, as well as flight plans and navigation data from FMS sources. The AT2000 CDTI includes a patent-pending Range Ring Feature, that assists the pilot in maintaining approach and enroute spacing distances from other ADS-B traffic targets. The software in the AT2000 is developed to DO-178B for Software in Airborne Systems level B and is TSO C105, C113, and C1196 authorized.

The high-definition flat panel AMLCD display measures 6.1 inches diagonally. The display incorporates 640 pixels horizontally and 480 pixels vertically to display detailed images of traffic, weather, terrain, and navigation information. The AT2000 features an LED grid array backlight to improve life and reliability. The MTBF for the product is targeted at 15,000 hours, offering performance and reliability advantages over conventional displays.

The approach and departure spacing tools can be used to increase the traffic flow in VMC and MMC (Visual and Marginal Visual Meteorological Conditions) by providing the crew with the complete traffic picture including altitude, speed, and intent of aircraft. Runway and taxiway diagrams can also be depicted on the AT2000 improving situational awareness in the airport environment. NASA studies have concluded that runway incursion problems can be significantly reduced by cockpit crews with a moving map display of the aircraft relative to active runways.

UPS Aviation Technology is the leader in ADS-B product development and the only company to certify ADS-B avionics equipment for both the Air Transport and General Aviation markets. ADS-B is considered a critical component of the FAA's Free Flight strategy. Current and planned features and benefits of the AT2000 include:

• Enhanced visual aid to traffic and situational awareness
• Improved final approach spacing
• Improved departure spacing and clearance
• Airport surface maps with runway and taxiway depictions
• Conflict Situation Awareness with long range traffic detection and alerting
• Improved spacing in Oceanic and non-radar operations
• Approach/landing at airports with closely spaced parallel runways
• Interfaces for digital weather radar devices, TAWS, EGPWS, TCAS II, ADS-B, TIS-B, and FIS-B

Display Features

• 6.1" Diagonal, color AMLCD
• 640 x 480 pixels
• Approved for air transport operation
• Readable in all lighting conditions
• Auto/Manual dimming
• LED array backlight

Interfaces

• ARINC 429: 7 input and 1 output ports Hi or Low speed
• ARINC 453: 2 ports for Weather Radar and TAWS
• ARINC 561: 1 input port
• ARINC 407: 3 Synchro inputs
• RS232: 2 ports for test and configuration>
• RS422: 1 input and 1 output port

Physical

• Height: 5.00 inches (127.00 mm)
• Width: 6.70 inches (170.13 mm)
• Depth: 9.65 inches (245.19 mm)
• Weight: 5.5 lb (2.5 Kg)

Electrical

• Input voltage: 28volts
• Input power: 50 watts (at maximum brightness)
• Cooling: Internal fan

Environmental

• Tested to DO-160D Environmental categories
• Operating temperature -20C to +55C
• Storage temperature -55C to +85C

TSO Authorizations

• TSO C113: Airborne Multipurpose Displays
• TSO C105: Optional Display Equipment for Weather and Ground Mapping Radar Indicators
• TSO C1196: Traffic Alert and Collision Avoidance System (TCAS) Airborne Equipment, TCAS II

Software

• DO178B: Level B

	GPS-WAAS/SBAS Module Product Overview  GPS satellite navigation for aviation is in wide use throughout the world. The GPS-WAAS/SBAS Module marks the next generation of differentially corrected GPS receivers, satisfying future NAS requirements for air transport, business and general aviation users in all phases of flight. The GPS-WAAS/SBAS Module is a GPS module designed to accommodate differential correction, integrity and ranging signals from all SBAS (Satellite-Based Augmentation System) Service Providers according to RTCA DO-229C, offering improved accuracy, integrity, availability around the world and interference rejection. The FAA's WAAS, Europe's EGNOS and Japan's MSAS are planned GPS augmentation systems that improve basic GPS accuracy to approximately 7 meters vertically and horizontally. The improved accuracy and integrity derived from augmented satellite systems allows the use of GPS for primary navigation and precision approach operations in aviation. The GPS-WAAS/SBAS Module is a 15-channel GPS and SBAS receiver. The flexible receiver architecture allows GPS and SBAS signals to be received and processed through any of the 15 channels. However, in the current configuration, 3 channels have Viterbi decoders for processing SBAS signals. Effectively, this is a satellite receiver with a 12 + 3 channel design, capable of tracking up to 12 visible GPS and 3 SBAS satellites, supporting all airborne applications. Additional benefits derived from augmented GPS navigation include:

Apollo 2101 GPS Navigation Mgt. System

 The Apollo 2101 Navigation Management System, with Primary Oceanic/Remote Operation and European B-RNAV certification, is designed for air carriers and corporate operators. The 2101 has standard ARINC 429, 561, and 568 interfaces for EFIS and HSI systems. Fleet operators can have custom routes stored in the data card and a Navigational Data Recorder can also store selected flight data.

The ease of keypad waypoint entry.

The Apollo 2101 is the only GPS NMS in its class to offer you the flexibility of a full keypad for a fraction of the cost of a full FMS. The UPS Aviation Technologies Apollo 2101 Navigation Management System complete with TSO C129 primary enroute and non-precision approach capability provides the versatility, performance, and accuracy you need for your operations. With the ease of data entry provided by complementary rotary knob and keypad, the 2101 makes flight plan entry and modification a breeze. You may never need to refer to the manual past the initial checkout.

Performance for all your navigation needs.

The 2101 NMS accepts heading, air, and fuel data inputs to provide all the customary navigation data at your fingertips including real time winds. Flight plans are stored for future reference and can be instantly shared between dual systems. Detailed information is available about any selected waypoint - nav aids, airports, or intersections. Analog course deviation and flags are provided for your autopilot, CDI, or HSI. The 2101 also provides interfaces via digital serial buses to most popular EAS navigation displays.

Approach Capability

The extensive database contains both GPS and GPS overlay approaches for ready use. As the number of GPS certified approaches grows, so will the utility of your system. The increased precision and integrity of GPS will provide the added assurance you want and need for non-precision approach, or for initial navigation to the precision approach.

Proven Reliability

The Apollo 2101 Navigation Management System is already proven in service with corporate turboprop, jet, turbine helicopter and jet transport customers. Join the growing numbers of satisfied customers who’have discovered the tremendous utility and value of full-featured GPS navigation.

System Features

• Keypad with optional; integral eight-channel GPS sensor
• Combined rotary knob and keypad entry for ease of use
• Preflight, enroute, and terminal RAIM available
• Air data input and display, barometric altitude used for TSO C129 RAIM calculations
• GPS antenna with integral preamp included
• Interface designed for dual integrated system operation with cross-shared flight plans between captain and first officer systems
• Expandable network architecture to allow for system redundancy and feature expansion
• Automatic or manual sensor selection for system with multiple position sensors
• Real-time winds aloft, desired heading, TAS, and density altitude, using existing aircraft heading and air data inputs
• Programmable navigation data recorder for automated flight navigation parameter storage
• Quick and easy editing of the active flight plan without reprogramming
• Tailored emergency search function be runway length , surface and lighting
• Airspace Alert for Class B, C, Restricted, MOA, Prohibited, Warning, and Alert Areas
• Altitude Assist Alerts for TOP of Descent notification and altitude deviation
• Minimum Safe Altitude (MSA) and Minimum Enroute Safe Altitude (MESA) information
• LED displays brightness/automatically adjusts to ambient light
• Automatic waypoint sequencing
• Nearest waypoint search around a remote waypoint
• Nearest special-use-airspace
• Customizable navigation display pages
• Auto Nav page scroll for hands off scrolling at a selectable rate
• Built-in simulator feature
• Automatic or manual Magnetic Variation to facilitate True Course navigation
• Serial data output and input with fuel management systems, moving maps, altitude encoder(required for TSO C129 IFR non-precision approach) and more
• Night vision compatibility option available

Database Features

• Optional worldwide datacard
• Optional customized database for specific operational requirements
• Storage of up to 1000 user waypoints
• Hot-exchanged of datacards
• Landing facility information: Identifier, lat/lon, elevation, city name and state, runway lengths, runway lighting, all published frequencies, fuel availability
• VOR and NDB information: Identifier, lat/lon, facility name, frequency
• Intersection information: Identifier, lat/lon

2101 NMS Specifications

Physical and Environmental

• Mounting: Dzus rails
• 2101 Nav. Mgmt. Computer: 5.75” x 3.00” x 5/32” (14.6 cm x 7.60 cm x 13.5 cm)
• Weight: 3/5 lb. (1.6 kg)
• 2102 Keypad: 5.75” x 1.5” x 5.50” (14.6 cm x 3.8” cm 13.97 cm)
• Display: High intensity LED, 3 lines of 16 Characters
• Power input: 10 - 40 Volts DC, 15 Watts nominal
• Operating temperature: -20°C to +70°C
• Storage temperature: -55°C to +85°C
• Maximum altitude: 70,000 feet

GPS SENSOR

• Channels: Eight, full parallel continuous reception
• Accuracy: Horizontal - 15 meters RMS (100 meters 2DRMS with S/A Vertical - 156 meters 2DRMS with S/A
• Velocity - 0.5 meters/second, 1 second position calculation interval, typically 20 seconds with latest ephemeris data
• Time to fix: Typically 20 seconds with latest ephemeris data

INTERFACES

• Vertical Deviation Indicator (VDI) driver with all flag outputs
• Course Deviation Indicator (CDI) driver with all flag outputs
• ARINC 429, 561 outputs for EFIS and radar displays
• RS-232 moving map output for moving map displays
• RS-232 encoding altimeter input
• ARINC 429 input for true air speed and altitude
• Apollo NAVNET high speed serial sensor interface
• Optional remote mount Apollo 2022 GPS sensor with NAVNET interface
• Optional 2010 multi-chain Loran C sensor with NAVNET interface
• Optional 2030 fuel/air data sensor with NAVNET interface or other with ARINC 429 interface
• Annunciators include GPS, MSG, APPRCH, ACTIVE, PTK, HOLD
• XYZ heading input

Design Conformance

• TSO C115b
• TSO C129 A(1)/B(1) - TSO C129
• DO-178B
• DO-160C

ADS-B Creates a New Standard of Aviation Safety

What is ADS-B?

ADS-B is the acronym for Automatic Dependent Surveillance - Broadcast -- a new technology that allows pilots in the cockpit and air traffic controllers on the ground to "see" aircraft traffic with much more precision than has been possible ever before. ADS-B can make flying safer and can allow more efficient use of our airspace.

ADS-B equipped aircraft broadcast their precise position in space via a digital datalink along with other data, including airspeed, altitude and, whether the aircraft is turning, climbing or descending. ADS-B receivers that are integrated in the air traffic control system or installed aboard other aircraft provide users an accurate depiction of real-time aviation traffic both in the air and on the ground.

Unlike conventional radar, ADS-B works at low altitudes and on the ground, so that it can be used to monitor traffic on the taxiways and runways of an airport. And it is effective in remote areas or in mountainous terrain where there is no radar coverage, or where radar coverage is limited.

One of the greatest benefits of ADS-B is its ability to provide the same real-time information to pilots in aircraft cockpits and to ground controllers, so that for the first time, they can both "see" the same data.

How does it work?

ADS-B relies on the satellite-based global positioning system to determine an aircraft's precise location in space. The system then converts the position into a digital code, which is combined with other information such as the type of aircraft, its speed, its flight number, whether it's turning or climbing or descending. The digital code, containing all of this information, is updated several times a second and broadcast from the aircraft on a discreet frequency, called a datalink.

Other aircraft and ground stations within about 150 miles receive the datalink broadcasts and display the information in user-friendly format on a computer screen. Pilots in the cockpit see the traffic on a Cockpit Display of Traffic Information (CDTI). Controllers on the ground can see the ADS-B targets on their regular traffic display screen along with other radar targets.

Advantages of ADS-B

• ADS-B technology, the cornerstone of future air traffic control systems, will improve aviation safety by giving pilots in the cockpit and controllers on the ground reliable, accurate, real-time information about aviation traffic.
  
  
• By using existing, proven, digital communications technology, ADS-B can be implemented rapidly for a relatively low cost.
  
  
• ADS-B provides traffic information to pilots that is currently unavailable to them. Because the system has effective range of more than 100 miles, ADS-B provides a much greater margin in which to implement conflict detection and resolution than is available with any other system..
  
  
• Pilots and controllers using ADS-B data will be able to determine not only the position of conflicting traffic, but will clearly see the traffic's direction, speed and relative altitude. As the conflicting traffic turns, accelerates, climbs or descends, ADS-B will indicate the changes clearly and immediately.
  
  
• ADS-B systems can further enhance aviation safety through features such as automatic traffic call-outs or warnings of imminent runway incursion.
  
  
• In addition to increasing safety in the airline environment, ADS-B technology can be scaled and adapted for use in general aviation and in ground vehicles -- providing affordable, effective surveillance of all air and ground traffic, even on airport taxiways and runways and in airspace where radar is ineffective or unavailable.
  
  
• General aviation aircraft can use ADS-B datalinks to receive flight information services such as graphical weather depiction and textual flight advisories. Heretofore, these services have been unavailable or too expensive for widespread use in general aviation.

ADS-B Products

AT2901 ADS-B Control Panel 

 The AT2901 ADS-B Control Panel is a DZUS mounted keypad unit intended for mounting in an acceptable location in relation to the CDTI to provide keypad input for the CDTI display. The keypad is used in conjunction with the controls on the CDTI display.

AT7000 Mode S Datalink Transponder 

 The AT7000 is a new Mode S Datalink transponder that complies with ARINC 718-4 and 718A requirements. The unit meets standard Level 1 functionality as well as the advanced datalink requirements of Level 2es for Extended Squitter and Mode S Elementary Surveillance in Europe (Flight ID and SI capability). The AT7000 is capable of transmitting Downlinked Aircraft Parameters (DAPs), providing ground controllers and other similarly equipped aircraft with additional information pertaining to the position, track, speed, and altitude of your ownship to comply with future Enhanced Surveillance requirements in Europe. This Mode S Datalink Transponder is part of a family of Air Transport products designed to improve surveillance and traffic situational awareness, which are critical components for future Free Flight operations.

The AT7000 is designed to meet an MTBF of 30,000 hours, and the system reliability is continuously checked via built-in test and evaluation (BITE) feature. The performance monitor feature measures the transmitter frequency and power output, the receiver circuit through self-interrogation, the I/O via loop back tests for all ARINC 429 communication lines, as well as monitoring of the top and bottom antenna performance. Status indicators on the front panel of the AT7000 assist maintenance personnel in quickly isolating system performance problems with individual tests and indication of pass/fail for the transponder unit, control panel, top and bottom antenna, and an altitude comparison tests. The AT7000 also includes a built-in alphanumeric LCD display for checking performance characteristics and diagnostic tests.

Additional features of the AT7000 include:

• ATCRBS and Mode S operation
• Includes both Comm A and Comm B operation
• Includes extended squitter capability
• Operates on 115 volts AC, 400 Hz, or 28 volts DC
• Transmit power of 400 watts typical
• Includes built-in self test and diagnostics
• ARINC 718-4, ARINC 600 format and interconnect
• Software: DO-178 level B
• TCAS Change 7 compatible
• TSO C-112

Physical Specifications

• 4 MCU
• Height: 7.85 inches
• Width: 5.0 inches
• Depth: 14.1 inches
• Weight: 9.6 lbs (4.36 Kg)

Environmental

• Tested to RTCA DO-160D Environmental Criteria
• Operating Temperature -20 C to +70 C
• Storage Temperature -55 C to +85 C
• Temperature Variation 5 C per minute
• Humidity tested to DO-160D category B for severe humidity
• Altitude tested to 55,000 feet
• Cooling tested to DO160D category Y

Altitude Input

• Gillham code (11 wire Gillham discrete input)
• Synchro
• ARINC 429 serial data

Performance

• Transceiver Frequency: 1030 MHz
• Sensitivity: -74dBm (MTL)
• Dynamic Range: >50db
• Side Lobe Suppression: 2 pulse (P1, P2)
• Transmitter Frequency: 1090 MHz +/- 120KHz
• Transmitter Power: 400 watts typical, 600 watts maximum
• Interrogation Reply Rate: ATCRBS 500/second continuous, 1200/second peak
• Mode S 125/second continuous

Approvals

• TSO: TSO C-112
• TSO Class: CL2A7, 121, 011
• FCC approved CFR 47, Part 87

AT9000 LDPU Series ADS-B Link and Display Processing Unit 

 In addition to Mode S ADS-B operation, the AT9000 series LDPU contains a stand-alone UAT datalink transceiver that allows the operator to send and receive ADS-B messages on two datalinks simultaneously ADS-B messages received via either datalink are associated, correlated and processed for display inside the LDPU in a robust, twin-Pentium processing architecture. The LDPU is certified to calculate conflict situation alerts, which are displayed on the CDTI simultaneously with the generation of an aural alert.

The LDPU uses an Aircraft Personality Module (APM) for configuring the unit to aircraft specific installations and airline preferences program options. This provides maximum flexibility.

The AT9000 series is currently certified with the CDTI and Data Link transponder to provide enhanced situational awareness, target range monitoring and alerting and conflict situational alerting. Future applications will include:

• Airport surface moving maps with runway occupancy alerting
  
• Hybrid Surveillance™ display of ADS-B and TCAS target information
  
• ADS-B target Resolution Advisories
  
• WAAS GPS receiver
  
• Correlation/coordination of TCAS/ADS-B generated Resolution Advisories.
  

Software upgrades for future functionality are accommodated through a PCMCIA ATA flash card accessible on the front of the unit.

AT9000 Series LDPU Specifications:

• AT9010 LDPU with 1090MHz receiver and UAT transceiver data link
  
• AT9050 LDPU with 1090MHz receiver
  

Electrical

• Power Input 115 VAC:
  - 100 to 135 VAC, 360-440 Hz; 115 VAC 400 Hz typical
  - 0.8 amps at 115 VAC typical; 2 amps peak in rush; (AT9010)
  - 92 watts typical; 230 watts peak in rush (AT9010)
  - 70 watts typical; 230 watts peak in rush (AT9050)
  
  
• Power Input 28 VDC:
  - 22 to 34 VDC; 28 VDC typical
  - 1.9 amps at 28 VDC typical; 4 amps peak in rush (AT9010)
  - 53 watts typical; 123 watts peak in rush (AT9010)
  - 42 watts typical; 112 watts peak in rush (AT9050)

Physical

• ARINC 600 6MCU Type 3 Connector; (Polarization code "09")
  
• Height: 7.62"
  
• Width: 7.61"
  
• Depth: 15.25"
  
• Weight:
  - 20 lbs (9 Kg) (AT9010)
  - 18 lbs (8 Kg) (AT9050)
  

Environmental

• Tested to DO-160D environmental categories
  
• Operating Temperature: -20Cto +55C
  
• Storage Temperature: -55C to+85C
  
• Humidity DO-160 Category B
• Altitude: 55,000 feet
• Cooling required
  

Equipment Interfaces

• CDTI Display
  
• ADS-B Control Panel
  
• Mode S Transponder
  
• WX Radar
  
• EGPWS
  
• FMS
  
• Heading Source
  
• Radio Altimeter
  
• ACARS
  
• Aircraft Personality Module
  

Equipment Certification

• TSO C129a: GPS, Airborne Supplemental Navigation Equipment Using the Global Positioning System (GPS)
• Software developed to DO-160B level C

Specifications subject to change without notice

APM 

 The APM is designed to ARINC 607-3 characteristics for electrical, interface, and mechanical. The APM provides a means for permanently storing airplane-unique configuration information for initialization and operation of the host avionics unit. The APM may also contain airline preferences for software program options.

The APM replaces the program pins or strapping pins, which reduces aircraft wiring and simplifies changes made to configurations. The APM can provide increased integrity over program pins.

APM Specification

• Interface connector: 9 pin "D" sub
  
• Size: 2.615" L, 1.46" W, 0.54" H
  
• Weight: 1.2 oz

Web Site Up-Date 02/03/03