Trig Avionics 00745 LICENSED NON BROADCAST STATION, AVIATION TRANSPONDER User Manual TT21 TT22 Transponder Installation Manual

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Document Title	TT21/TT22 Transponder Installation Manual
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TT21/TT22 Mode S Transponder
Installation Manual
00560-00-AF
13 July 2009
Trig Avionics Limited
Heriot Watt Research Park
Riccarton, Currie
EH14 4AP
Scotland, UK
Copyright Trig Avionics Limited, 2009
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CONTENTS
1.
2.
3.
4.
PREFACE ...............................................................................................1
1.1
PURPOSE ...........................................................................................1
1.2
SCOPE ...............................................................................................1
1.3
CHANGES FROM PREVIOUS ISSUE......................................................1
1.4
DOCUMENT CROSS-REFERENCES ......................................................1
INTRODUCTION ..................................................................................2
2.1
TT21/TT22 DESCRIPTION.................................................................2
2.2
INTERFACES ......................................................................................2
2.2.1
TT21/TT22 Transponder Unit ..................................................2
2.2.2
TC20 Controller Unit ...............................................................3
TECHNICAL SPECIFICATIONS .......................................................4
3.1
TT21 TRANSPONDER UNIT (00675-00) ............................................4
3.2
TT22 TRANSPONDER UNIT (00745-00) ............................................5
3.3
TC20 CONTROL UNIT (00649-00).....................................................6
3.4
INSTALLATION APPROVAL.................................................................7
UNIT AND ACCESSORIES SUPPLIED.............................................8
4.1
TT21 MODE S TRANSPONDER ITEMS................................................8
4.2
TT22 MODE S TRANSPONDER ITEMS................................................8
4.3
TC20 CONTROLLER ITEMS................................................................8
4.4
INSTALLATION KIT ............................................................................8
4.5
REQUIRED ITEMS ..............................................................................9
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INSTALLATION .................................................................................11
5.1
UNPACKING AND INSPECTING EQUIPMENT ......................................11
5.2
CONTROLLER MOUNTING................................................................11
5.3
TRANSPONDER MAIN UNIT MOUNTING...........................................12
5.4
COOLING REQUIREMENTS ...............................................................12
5.5
TT21/TT22 TRANSPONDER ELECTRICAL CONNECTIONS ................13
5.5.1
5.6
TT21/TT22 Interface – Pinout ................................................13
TT21/TT22 TRANSPONDER INTERFACE DETAILS ...........................14
5.6.1
Power Input ............................................................................14
5.6.2
TMAP Bus ..............................................................................14
5.6.3
Power On ...............................................................................15
5.6.4
Controller Power ...................................................................15
5.6.5
Mutual Suppression................................................................15
5.6.6
Ident Switch Input ..................................................................16
5.6.7
Squat Switch Input .................................................................16
5.6.8
External Standby Input...........................................................16
5.6.9
GPS Position Input.................................................................16
5.7
TC20 CONTROLLER ELECTRICAL CONNECTIONS ............................17
5.7.1
5.8
TC20 Interface - Pinout .........................................................17
TC20 CONTROLLER INTERFACE DETAILS .......................................18
5.8.1
TMAP Bus ..............................................................................18
5.8.2
Altitude Out ............................................................................18
5.8.3
Remote ON .............................................................................18
5.8.4
Power .....................................................................................18
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D CONNECTOR CRIMP TERMINALS .................................................18
5.10
WIRING CONSIDERATIONS...............................................................19
5.11
ANTENNA INSTALLATION ................................................................21
5.11.1
Antenna Ground Plane...........................................................21
5.11.2
Antenna Cable ........................................................................22
5.11.3
TNC Connector ......................................................................24
5.12
6.
STATIC PRESSURE CONNECTION .....................................................25
INSTALLATION SETUP AND TEST ...............................................27
6.1
CONFIGURATION ITEMS...................................................................27
6.1.1
Aircraft Address Programming ..............................................27
6.1.2
VFR Squawk Code .................................................................28
6.1.3
VFR Flight ID ........................................................................28
6.1.4
Airspeed Category ..................................................................28
6.1.5
Aircraft Category ...................................................................29
6.1.6
Squat Switch Source ...............................................................29
6.1.7
GPS Input ...............................................................................29
6.1.8
GPS Line Speed ......................................................................29
6.1.9
GPS System Integrity Level ....................................................29
6.1.10
Aircraft Length and Width .....................................................30
6.1.11
ADS-B Test Message Option ..................................................30
6.2
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TEST AND CALIBRATION ITEMS .......................................................31
6.2.1
Voltage Check ........................................................................31
6.2.2
Altitude Encoder Calibration .................................................31
POST INSTALLATION CHECKS ....................................................35
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NORMAL OPERATION ....................................................................36
8.1
OVERVIEW ......................................................................................36
8.2
DISPLAY ..........................................................................................36
8.3
MODE SELECTOR KNOB ..................................................................37
8.4
PUSH BUTTONS ...............................................................................37
8.5
CODE SELECTOR KNOB ...................................................................38
8.6
ALTITUDE ENCODER WARM UP ......................................................38
8.7
GENERAL LOW TEMPERATURE OPERATION ....................................38
8.8
WARNING MESSAGES......................................................................39
8.9
FAULT ANNUNCIATION ...................................................................39
9.
CONTINUED AIRWORTHINESS ....................................................40
10.
LIMITED WARRANTY .................................................................41
11.
ENVIRONMENTAL QUALIFICATION FORMS ......................42
12.
ADS-B COMPLIANCE ...................................................................48
12.1
ADS-B PARAMETERS SUPPORTED ..................................................48
12.2
ADS-B SERVICE LEVELS ................................................................49
12.3
AMC 20-24 COMPLIANCE...............................................................51
13.
INSTALLATION DRAWINGS ......................................................52
13.1
MOUNTING TRAY FIXING AND OVERALL DIMENSIONS ......................52
13.2
FRONT PANEL CONTROLLER DIMENSIONS ......................................53
13.3
FRONT PANEL CUT-OUT OPTIONS ...................................................54
14.
BASIC INTERCONNECT DIAGRAM .........................................56
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1. Preface
1.1 Purpose
This manual describes the physical and electrical characteristics and the
installation requirements for a TT21/TT22 Mode S Transponder and
associated TC20 controller.
1.2 Scope
This document applies to the installation of the TT21 or TT22 Mode S
Transponder.
At the publication date of this manual the software version identifier for the
TT21 and TT22 is 1.3 and the FPGA version identifier is 1.2. The TC20
controller software version identifier is 1.2. The software and FPGA versions
are subject to change without notice.
1.3 Changes from Previous Issue
Changes from Issue AE to Issue AF are:
General
Addition of TT22
1.4 Document Cross-References
00559-00
TT21 Mode S Transponder Operating Manual
AB
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2. Introduction
2.1 TT21/TT22 Description
The TT21/TT22 Mode S transponder system is an ED-73B compliant Mode S
level 2els datalink transponder, with support for ADS-B extended squitter,
elementary surveillance and SI codes, which also meets the relevant
environmental requirements of ED-14F. The TT21 has a nominal power
output of 125 Watts, and meets the power output requirements for Class 2.
The TT22 has a nominal power output of 250 watts, and meets the power
output requirements for Class 1. The ADS-B function meets DO-260A class
B0. The TT21/TT22 is certified to ETSO 2C112b and ETSO C166a.
The TT21/TT22 transponder is controlled using a separate front panel
controller, called the TC20. This allows the transponder to be mounted
separately from the instrument panel, and reduces the amount of panel space
taken by the transponder. The TC20 includes an altitude encoder. The TC20
is certified to ETSO 2C112b and ETSO C88a.
The TT21/TT22 transponder runs from either 14 volt nominal or 28 volt
nominal DC power supply with no configuration changes required.
The TT21/TT22 transponder responds to both legacy Mode A/C interrogations
and to Mode S interrogations from both ground radar and airborne collision
avoidance systems. In all cases, the interrogations are received by the
transponder on 1030MHz, and replies are transmitted on 1090MHz.
2.2 Interfaces
2.2.1 TT21/TT22 Transponder Unit
The main transponder unit has a single TNC antenna connection and a single
25 way D-type connector. The 25 way D-type interface provides the following
services:
Power Input
The TT21/TT22 operates on 11 to 33 Volts DC.
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Front Panel
Datalink
A two wire data link is used to connect the TT21/TT22
and the controller.
Front Panel
Power
The controller is powered from the transponder.
Remote On/Off
The on-off switching is on the controller, and switches this
input.
Ident input
External IDENT switch input.
Standby input
External standby input for dual transponder installations.
“On ground”
input
Allows automatic flight/ground mode switching for
aircraft with a squat switch.
Suppression bus
I/O
ARINC compatible suppression bus signal used in aircraft
with other pulse equipment, such as DME. This pin is
both an input to and output from the transponder.
GPS Input
Connection to a GPS supplying position input for ADS-B
position reporting.
RS232 Output
Secondary RS232 interface provided for future upgrade.
2.2.2 TC20 Controller Unit
The TC20 controller has a single 9 way D-type connector. It provides the
following services:
Power Input
The controller receives power from the transponder.
Front Panel Datalink
A two wire data link is used to connect the
TT21/TT22 and the controller.
Remote On/Off
The on-off switching is on the controller, and controls
this output.
Altitude Output
An additional serial output on the TC20 provides
pressure altitude information that can be used for baroaiding by certain GPS receivers.
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3. Technical Specifications
3.1 TT21 Transponder Unit (00675-00)
Specification
Characteristics
Compliance
ETSO 2C112b Class 2 Level 2els, ETSO
C166a Class B0
FCC Identification
VZI00675
Applicable documents
EUROCAE ED-73B, EUROCAE ED-14F
(RTCA DO-160F), RTCA DO-181D, RTCA
DO-260A change 2
Software
ED-12B (RTCA DO-178B) Level B
Hardware
DO-254 Level C
Power Requirements
11 – 33 Volts DC. Typical 5 Watts @ 14Volts.
Altitude
35,000 feet
Humidity
95% @ +50°C for 6 hours; 85% @ +38°C for
16 hours.
Tested to Category A in DO-160F
Operating Temperature
-20°C to +70°C
Transmitter Frequency
1090MHz ± 1MHz
Transmitter Power
125 Watts nominal; 71 Watts minimum at
antenna after allowing for 0.5dB connector
losses and 1.5dB cable losses.
Transmitter Modulation
6M75 V1D
Receiver Frequency
1030 MHz
Receiver Sensitivity
-74dBm ± 3dB
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Physical Specifications (in
the mounting tray)
Height
48mm (1.9”)
Width
66mm (2.5”)
Length
160mm (6.3”)
Weight
0.77lbs. (350 g)
3.2 TT22 Transponder Unit (00745-00)
Specification
Characteristics
Compliance
ETSO 2C112b Class 1 Level 2els, ETSO
C166a Class B0
FCC Identification
VZI00745
Applicable documents
EUROCAE ED-73B, EUROCAE ED-14F
(RTCA DO-160F), RTCA DO-181D, RTCA
DO-260A change 2
Software
ED-12B (RTCA DO-178B) Level B
Hardware
DO-254 Level C
Power Requirements
11 – 33 Volts DC. Typical 6 Watts @ 14Volts.
Altitude
35,000 feet
Humidity
Tested to Category A in DO-160F
Operating Temperature
-20°C to +70°C
Transmitter Frequency
1090MHz ± 1MHz
Transmitter Power
250 Watts nominal; 125 Watts minimum at
antenna after allowing for 0.5dB connector
losses and 1.5dB cable losses.
Transmitter Modulation
6M75 V1D
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Receiver Frequency
1030 MHz
Receiver Sensitivity
-74dBm ± 3dB
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Physical Specifications (in
the mounting tray)
Height
48mm (1.9”)
Width
66mm (2.5”)
Length
160mm (6.3”)
Weight
0.77lbs. (350 g)
3.3 TC20 Control Unit (00649-00)
Specification
Characteristics
Compliance
ETSO 2C112b, ETSO C88a
Applicable documents
EUROCAE ED-73B, EUROCAE ED-14F (RTCA
DO-160F), RTCA DO-181D, SAE 8003
Software
ED-12B (RTCA DO-178B) Level B
Altitude
-1000 to 35,000 feet
Humidity
95% @ +50°C for 6 hours; 85% @ +38°C for 16
hours. Tested to Category A in DO-160F
Operating Temperature
-20°C to +55°C
Physical Specifications
(behind the panel)
Height
44mm (1.8”)
Width
63mm (2.4”)
Length
54mm (2.1”)
Weight
0.11lbs. (90 g)
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3.4 Installation Approval
The conditions and tests required for the TSO approval of the TT21/TT22
Mode S Transponder are minimum performance standards. It is the
responsibility of those desiring to install this transponder on or within a
specific type or class of aircraft to determine that the aircraft operating
conditions are within the TSO standards. The transponder may be installed
only if further evaluation by the user/installer documents an acceptable
installation that is approved by the appropriate airworthiness authority.
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4. Unit and Accessories supplied
4.1 TT21 Mode S Transponder Items
The TT21 Mode S transponder includes the following items:
Unit Description
Qty
Part Number
TT21 Mode S Transponder
00675-00
TT21/TT22 Mounting Tray
00667-00
4.2 TT22 Mode S Transponder Items
The TT22 Mode S transponder includes the following items:
Unit Description
Qty
Part Number
TT22 Mode S Transponder
00745-00
TT21/TT22 Mounting Tray
00667-00
4.3 TC20 Controller Items
The TC20 controller includes the following items:
Unit Description
Qty
Part Number
TC20 Transponder Controller
00649-00
TT21/TT22 Installation Kit
00668-00
4.4 Installation Kit
The TT21/TT22 installation kit includes the following items:
Unit Description
TT21/TT22 Transponder Installation
Qty
Part Number
00560-00
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Manual
TT21/TT22 Pilots Operating Manual
00559-00
Mounting adapter (circular hole adapter)
00678-00
Connector Co-axial TNC
00723-00
Headshell, 9 Way
00725-00
Headshell, 25 way
00726-00
9 way D-type contact housing (female)
00727-00
25 way D-type contact housing (male)
00728-00
Crimp Terminal, Male, 22-24 AWG
20
00729-00
Crimp Terminal, Female, 22-24 AWG
00730-00
Static tubing, EPDM 5mm ID
00731-00
Hose T piece
00732-00
Hose Adapter
00733-00
Hose clip, small
00734-00
Hose clip, large
00735-00
Long mounting screws, 4-40 thread
00736-00
Short mounting screws, 4-40 thread
00737-00
4.5 Required Items
Additional items you will require, but which are not in the TT21/TT22
package, include:

Antenna and fixing hardware. The TT21/TT22 is compatible with
any transponder antenna approved to ETSO C74 or 2C112.

Cables. You need to supply and fabricate all required cables.
Guidance on cable types is given in section 5 below.
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Fixings. To secure the transponder tray to the airframe you will need
at least 3 flat head screws and three self-locking nuts. If the aircraft
does not have existing mounting provisions you may need to fabricate
additional brackets to support the transponder tray.
To support the optional ADS-B features a GPS receiver with an appropriate
serial output is required.
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5. Installation
5.1 Unpacking and Inspecting Equipment
Carefully unpack the transponder and make a visual inspection of the unit for
evidence of any damage incurred during shipment. If the unit is damaged,
notify the shipping company to file a claim for the damage. To justify your
claim, save the original shipping container and all packaging materials.
5.2 Controller Mounting
The TC20 transponder controller must be mounted rigidly in the aircraft panel.
The controller can be mounted in the ultra compact mounting hole or in a
conventional 57mm (2¼ inch) instrument cut-out.
The following installation procedure should be followed, remembering to allow
adequate space for installation of cables and connectors.

Select a position in the panel that is not too close to any high external
heat source. (The TC20 is not a significant heat source itself and
does not need to be kept away from other devices for this reason).

Avoid sharp bends and placing the cables too near to the aircraft
control cables.
If you are using a 57mm instrument cut-out, you must first clip the two
mounting adapters to the transponder. The controller should then be mounted
using the four LONG screws provided.
Note: The mounting adapters are held in place by the clamping
action of the panel installation. As an aid to securing them during
assembly when access is poor, we recommend putting a rubber band
around the adapters and the control head. The rubber band can be
snipped off and discarded when the installation is complete.
If you are using the Trig compact cut-out, you do not need the mounting
adapters. The controller should be mounted using the four SHORT screws
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provided. The screws supplied are appropriate for panel thicknesses from 3
mm to 5 mm. If a thinner panel is used, you may need to exchange the screws
for shorter versions since they can bottom out in the mounting holes.
If alternate screws are required, please note that the mounting thread in each
case is 4-40.
5.3 Transponder Main Unit Mounting
The TT21/TT22 Mode S transponder is designed to be mounted in any
convenient location in the cockpit, the cabin, or an avionics bay.
The following installation procedure should be followed, remembering to allow
adequate space for installation of cables and connectors.

Select a position in the aircraft that is not too close to any high
external heat source. (The TT21/TT22 is not a significant heat
source itself and does not need to be kept away from other devices for
this reason).

Avoid sharp bends and placing the cables too near to the aircraft
control cables.

Secure the mounting tray (p/n 00667-00) to the aircraft via the three
(3) mounting holes in the tray. The tray should be mounted to a flat
surface - it is important that the tray is supported at the dimples as
well as the three mounting points.

Put the TT21/TT22 transponder into the secured mounting tray by
hooking the connector end under the lip on the tray.

Lock the TT21/TT22 transponder into the mounting tray by clipping
the retaining wire over the lugs on the opposite end.
5.4 Cooling Requirements
The TT21/TT22 Mode S transponder meets all applicable ETSO requirements
without forced air-cooling.
Attention should however be given to the incorporation of cooling provisions
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to limit the maximum operating temperature if the TT21/TT22 is installed in
close proximity to other avionics. The reliability of equipment operating in
close proximity in an avionics bay can be degraded if adequate cooling is not
provided.
5.5 TT21/TT22 Transponder Electrical Connections
The TT21/TT22 has a single 25 way female socket which provides the data
and power inputs to the transponder. A single TNC coaxial connector attaches
to the antenna.
5.5.1 TT21/TT22 Interface – Pinout
Pin
Signal
Direction
Ground
TMAP1A
Bidirectional
TMAP1B
Bidirectional
Ground
GPS Position In
Ground
RS232 Out
Output
TMAP2A
Bidirectional
TMAP2B
Bidirectional
10
Ground
11
Controller Power
12
Ground
13
Power ON
14
Ground
15
11-33V DC
Input
Output
Input
Input
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16
Reserved
17
External Standby In
Input
18
Mutual Suppression
Bidirectional
19
Squat Switch In
Input
20
Ident Switch In
Input
21
Reserved
22
Reserved
23
Reserved
24
Reserved
25
Reserved
The following diagram shows the connector orientation as viewed from the
wiring side.
5.6 TT21/TT22 Transponder Interface Details
5.6.1 Power Input
The power supply can be 11-33 Volts DC; no voltage adjustment is required.
Use a 3 Amp circuit breaker for power supply protection to the TT21/TT22.
5.6.2 TMAP Bus
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directional interface between the transponder and the control head. Each
TMAP interface comprises a balanced pair of signals, called A and B, both of
which must be connected for communication to work.
There are two sets of TMAP pins on the TT21/TT22, TMAP1 A and B, and
TMAP2 A and B. This is to support future installation wiring options. The
two sets are identical, and either pair (TMAP1 or TMAP2) may be used to
connect to the control head.
5.6.3 Power On
The TT21/TT22 power supply can be directly controlled by this discrete input.
The input is active low, so that the TT21/TT22 will power up whenever the
input is held low. This signal is intended to connect to the TC20 Remote ON
output.
5.6.4 Controller Power
The TC20 controller does not connect to aircraft power – it receives power
from the TT21/TT22 using this output. The TT21/TT22 provides 6.5 Volts to
the TC20. This output includes short circuit protection, and no fuse is required
between the TT21/TT22 and the TC20.
5.6.5 Mutual Suppression
Mutual suppression allows two or more transmitters on adjacent frequencies to
inhibit the other transmitters when one is active to limit the interference effects.
It is commonly used between transponders and DME systems, and between
transponders and collision avoidance systems.
The Suppress I/O on pin 18 is an ARINC compatible suppression bus interface,
which acts as both an input and an output. The TT21/TT22 will assert this
signal when it is transmitting, and can be suppressed by other equipment that
asserts the signal. The TT21/TT22 will drive approximately 24 Volts on the
output (independently of supply voltage), and will treat the input as active
whenever the bus has greater than 10 Volts.
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5.6.6 Ident Switch Input
The Ident switch input allows the IDENT function to be selected using a
remote switch. The input is active low, and will be asserted when the voltage
to ground is pulled below approximately 4 Volts.
5.6.7 Squat Switch Input
The Squat switch input allows the transponder to automatically switch between
Airborne and Ground modes, and affects both the Mode S reply behaviour and
the ADS-B reporting behaviour. The input will be asserted when the voltage to
ground is pulled below approximately 4 Volts. The logical sense of the input
can be programmed to be either active low or active high.
On an aircraft with no appropriate squat switch circuit this input should be left
unconnected, and the transponder programmed to ignore the input.
5.6.8 External Standby Input
This input, when held low, places the transponder in Standby mode. It should
be used to switch between transponders in an installation with two
transponders. The input is active low, and will be asserted when the voltage to
ground is pulled below approximately 4 Volts.
5.6.9 GPS Position Input
The GPS position input is required to support ADS-B functionality. The GPS
position input is an RS232 input to the transponder. The ADS-B features are
optional – no GPS is required for normal Mode S Elementary Surveillance.
The TT21/TT22 GPS input can recognise the industry standard “Aviation”
format, the NMEA 0183 format, or the format used by certain Freeflight and
NexNav GPS sensors; the interface speed can be selected between 4800, 9600
and 19200 bps.
There is also an RS232 output on the connector for future expansion. This pin
is unused and should be left unconnected.
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5.7 TC20 Controller Electrical Connections
The TC20 controller has a single 9 way D type male connector to link to the
transponder, and optionally to connect to a GPS for baro-aiding.
5.7.1 TC20 Interface - Pinout
Pin
Signal
Direction
Ground
TMAPA
Bidirectional
TMAPB
Bidirectional
Altitude Out
Reserved
Ground
Remote ON
Power
Input
Ground
Output
Input
Output
The following diagram shows the connector orientation as viewed from the
wiring side.
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5.8 TC20 Controller Interface Details
5.8.1 TMAP Bus
TMAP is a Trig proprietary bus based on RS485 signalling. It provides a bidirectional interface between the transponder and the control head. Each
TMAP interface comprises a balanced pair of signals, called A and B, both of
which must be connected for communication to work.
TMAP A and B lines on the controller should be connected to the
corresponding A and B lines of either TMAP1 or TMAP2 on the TT21/TT22.
5.8.2 Altitude Out
The TC20 incorporates an altitude encoder. Certain GPS receivers can benefit
from having altitude information supplied to them. The TC20 reports pressure
altitude on this pin as an RS232 serial data format, at 9600 bps, using the
format commonly called “Icarus” or “Garmin” format.
5.8.3 Remote ON
This output is connected directly to the Power/Mode switch on the TC20, and
should be connected to the Power ON discrete input of the TT21/TT22.
5.8.4 Power
The TC20 uses 6.5 volts which is available from the TT21/TT22 transponder.
This input should NOT be connected to aircraft power.
5.9 D Connector Crimp Terminals
The 25 way and 9 way connectors supplied with the TT21/TT22 installation kit
are MIL standard versions of the popular sub miniature D type connector
family, and use individual crimp terminals and a receptacle. The MIL
specification for this family of connectors is MIL-C-24308. We supply crimp
terminals because these are more reliable than soldered connections, and are
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easier to assemble in-situ in an aircraft, where soldering is impractical. They
also allow individual wires to be removed and replaced in a receptacle without
replacing the whole connector.
The pin contacts, used in the 25 way connector, conform to MIL part number
M39029/64-369, and are suitable for wire gauges from 20 to 24 AWG.
The socket contacts, used in the 9 way connector, conform to MIL part number
M39029/63-368, and are also suitable for wire gauges from 20 to 24 AWG.
These contacts are widely used in avionics installation, and there are many
tools available on the market that will reliably crimp them to the wiring.
Because the contacts are a MIL standard, there is also a MIL standard for the
crimp tool, although other proprietary solutions are also available.
The MIL reference for the basic style of hand tool is M22520/2-01. This style
of tool can crimp many different contact types, and relies on interchangeable
"positioners" to hold the actual contact in use. The MIL reference for the
positioner that you need for the crimps we supply is M22520/2-08.
Any tool that complies with these references can be used to crimp these
contacts. One of the most popular vendors of these small hand tools is Daniels
Manufacturing Corporation (see www.dmctools.com). Their AFM8 hand tool
complies with M22520/2-01, and their K13-1 positioner is M22520/2-08
compliant, so the combination will crimp the supplied connectors.
Once crimped, the contacts should be slotted into the rear of the connector
shell. Push the contact in until the retaining tab clicks into place. Tug gently
to confirm the contact is locked in place.
5.10 Wiring Considerations
The connection from the TT21/TT22 transponder to the TC20 uses a minimum
of six (6) signal lines; the TMAP pair, the Power and Ground pair, and the
Remote On discrete line plus associated ground line. In a certified installation
the normal wire choice would be Tefzel hook-up wire. Wire of 20 AWG is
more than adequate for the task; in installations where weight is an issue, wire
of 22 or 24 AWG can also be used. Where lighter wires than 20 AWG are
used the individual wires should be laced together for support.
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The TT21/TT22 /TC20 was tested and certified using unshielded, untwisted
wiring, and that is sufficient for a certified installation. There may however be
technical benefits of improved electromagnetic emissions and susceptibility to
and from the transponder system if the two wires of the TMAP pair are lightly
twisted together – one twist per 1 to 2 inches is appropriate. This may reduce
interference and break-through on adjacent audio wiring if it is not possible to
route them separately. For tidiness and consistency the other pairs in the
bundle can also be twisted, but there will be no particular difference in
behaviour.
The distance between the TT21/TT22 transponder and the TC20 controller is
limited by the impedance of the wire between them. The TC20 is powered
from the TT21/TT22, not from aircraft power, and therefore the acceptable
voltage drop in the power line is what limits the distance. The TC20 needs an
impedance of less than 0.5 ohm in the power line for satisfactory operation.
The following table gives guidelines for typical aircraft hook-up wire. Note
that different brands may vary – check your supplier for details.
Gauge
Ohm/km
Length for 0.5 Ohm
20 AWG
35
14.2 m
22 AWG
64
7.8 m
24 AWG
99
5.0 m
An alternative to a harness built from individual wires, particularly for a long
cable run, is to use a multi-core cable. Aviation grade cable with 6 or more
cores is often more expensive than the individual wires, and therefore is not
generally a good choice for a certified aircraft. For aircraft where those
considerations do not apply however, an attractive alternative solution may be
to use 3 pair or 4 pair data cable.
Whilst appropriate cables may exist, please note that not all data cable is
suitable for this application. Cables with solid cores should not be used, and
cables should be selected based on the wear characteristics of their insulation
material, including temperature rating, resistance to solvents and oils, and
flammability. Most inexpensive commercial data cables have poor
flammability properties.
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5.11 Antenna Installation
The antenna should be installed according to the manufacturer’s instructions.
The following considerations should be taken into account when siting the
Antenna.

The antenna should be well removed from any projections, the
engine(s) and propeller(s). It should also be well removed from
landing gear doors, access doors or others openings which will break
the ground plane for the antenna.

The antenna should be mounted on the bottom surface of the aircraft
and in a vertical position when the aircraft is in level flight.

Avoid mounting the antenna within 3 feet of the ADF sense antenna
or any COMM antenna and 6 feet from the transponder to the DME
antenna.

Where practical, plan the antenna location to keep the cable lengths as
short as possible and avoid sharp bends in the cable to minimise the
VSWR.
Electrical connection to the antenna should be protected to avoid loss of
efficiency as a result of the presence of liquids or moisture. All antenna feeders
shall be installed in such a way that a minimum of RF energy is radiated inside
the aircraft.
5.11.1 Antenna Ground Plane
When a conventional aircraft monopole antenna is used it relies on a ground
plane for correct behaviour. For ideal performance the ground plane should be
very large compared to the wavelength of the transmission, which is 275mm.
In a metal skinned aircraft this is usually easy to accomplish, but is more
difficult in a composite or fabric skinned aircraft. In these cases a metallic
ground plane should be fabricated and fitted under the antenna.
As the ground plane is made smaller, the actual dimensions of the ground plane
become more critical, and small multiples of the wavelength should be
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avoided, as should circles. Rectangles or squares are much less likely to create
a critical dimension that resonates with the transmissions. The smallest
practical ground plane is a square around 120mm per side; as the size increases
the performance may actually get worse, but will be better by the time the
ground plane is 700mm on each side. Anything much larger than that size is
unlikely to show significant further improvement.
The thickness of the material used to construct the ground plane is not critical,
providing it is sufficiently conductive. A variety of proprietary mesh and grid
solutions are available. Heavyweight cooking foil meets the technical
requirements, but obviously needs to be properly supported.
5.11.2 Antenna Cable
The TT21 is designed to meet Class 2 requirements with an allowance of 2 dB
for loss in the connectors and cable used to connect it to the antenna. The
TT22 is designed to meet Class 1 requirements with the same 2 dB allowance.
Excessive loss will degrade both transmitter output power and receiver
sensitivity.
Allowing 0.25dB loss for the connector at each end of the antenna cable
assembly leaves an allowance of 1.5dB maximum loss for the cable itself.
An acceptable cable:

Has less than 1.5dB loss for the run length needed

Has a characteristic impedance of 50 Ohms

Has double braid screens or has a foil and braid screen
Once the cable run length is known, a cable type with low enough loss per
metre that meets the above requirements can be chosen. Longer runs require
lower loss cable. Consider moving the TT21/TT22 closer to the antenna to
minimise the losses in the antenna cable – subject to the limits identified above,
the TT21/TT22 can be at any distance from the control head without affecting
performance in any way.
Note: Low loss cable typically uses foamed or cellular dielectrics
and foil screens. These make such cables especially prone to damage
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from too-tight bends or from momentary kinking during installation.
Once kinked, these cables do not return to full performance when
straightened.
The following table is a guide to the maximum usable lengths of some common
cable types. Actual cable loss varies between manufacturers, there are many
variants, and the table is therefore based on typical data. Use it as a guide only
and refer to the manufacturer’s data sheet for your specific chosen cable for
accurate values.
Max
Length
in
Metres
Max
Length
in Feet
Insertion
Loss
dB/metre at
1090MHz
MIL-C-17
Cables
Electronic
Cable
Specialists
Type
2.54
8’ 4”
0.59
M17/128
(RG400)
3.16
10’ 4”
0.47
3.81
12’ 6”
0.39
4.50
14’ 9”
0.33
5.25
17’ 3”
0.29
6.42
21’ 1”
0.23
6.81
22’ 4”
0.22
8.22
26’ 11”
0.18
311201
12.59
41’ 3”
0.12
310801
SSB
Electronic
3C142B
M17/112
(RG304)
Aircell 5
M17/127
(RG393)
311601
311501
Aircell 7
Contact Electronic Cable Specialists on +1 414 421 5300 or at
www.ecsdirect.com for their data sheets. Contact SSB-Electronic GmbH on
+49-2371-95900 or at www.ssb.de for their data sheets.
When routing the cable, ensure that you:
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
Route the cable away from sources of heat.

Route the cable away from potential interference sources such as
ignition wiring, 400Hz generators, fluorescent lighting and electric
motors.

Allow a minimum separation of 300mm (12 inches) from an ADF
antenna cable.

Keep the cable run as short as possible.

Avoid routing the cable round tight bends.

Avoid kinking the cable even temporarily during installation.

Secure the cable so that it cannot interfere with other systems.
5.11.3 TNC Connector
This section describes the technique for attaching the antenna cable to the
supplied TNC connector.
If a low-loss cable is needed that has too large a dielectric diameter to fit the
supplied connector, a short length (up to 150mm or 6 inches) of smaller cable
may be used with suitable mating connectors to adapt to the transponder
connector.
The supplied connector can be completed using a wide range of commercial
crimp tools (for example the Tyco 5-1814800-3). The die apertures for the
inner pin and the outer shield should be approximately 1.72 mm and 5.41 mm
respectively.

Strip back the coax cable to the dimensions in the table, as shown in
the diagram below. Slide 25 mm (1 inch) of heat shrink tubing over
the cable.

Slide the outer crimp sleeve over the cable – it must go on before
securing the centre contact.
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Dimension
Cut size
(mm)
Cut size
(inches)
17.5
0.69
7.2
0.28
4.8
0.19

Crimp the centre contact to the cable.

Insert the cable into the connector – the centre contact should click
into place in the body, the inner shield should be inside the body of
the connector and the outer shield should be outside the body.

Crimp the outer sleeve over the shield.

Slide heat shrink tubing forward (flush to connector) and heat to
shrink the tubing.
5.12 Static Pressure Connection
The TC20 controller includes an altitude encoder which must be connected to
the same source of static pressure as the primary altimeter on the aircraft. The
TC20 static pressure port provides a mounting spigot intended for nominal
5mm or 3/16 inch inside diameter tubing. A length of 5mm EPDM rubber
tubing is included in the installation kit to facilitate connection to the aircraft
static system.
Choose a point in the existing static pressure line that is as close as practical to
the TC20. Cut the static pressure line, and use the supplied T fitting to connect
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the altitude encoder. Take care not to contaminate the inside of the static line
when cutting or inserting the connectors.
The following diagram shows the general arrangement, although other
combinations may be used:
For aircraft with ¼ inch static lines, two adapters are provided which can
convert from ¼ inch inside diameter hoses to the 5 mm hose in the install kit.
In all cases, the static line should include drainage provisions and should be
routed in accordance with CS 23.1325 or other applicable airworthiness
provisions for the aircraft.
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6. Installation Setup and Test
The TT21/TT22 uses a simple setup system to program important system
parameters, including the Mode S address. In the original factory
configuration, the setup screen is the first thing that runs when you switch on
the transponder. If the transponder has already been configured, and you want
to access the setup screen again, hold down the FN button while switching on
the transponder and the setup system will run.
The script will prompt for the following configuration items:

Mode S Address

VFR Squawk Code

VFR Flight ID (Registration)

Aircraft Maximum Airspeed

Aircraft Category

Squat switch source, if fitted

GPS position source, if fitted, and ADS-B parameters
This setup mode also allows the recalibration of the altitude encoder.
All the programming is accomplished using the right hand rotary knob and the
ENT and FN buttons. Make all input selections using the rotary knob.
Pressing the ENT button accepts the current input and advances to the next
input item. Pressing the FN button moves directly to the next screen.
6.1 Configuration Items
6.1.1 Aircraft Address Programming
The Mode S Address is a 24 bit number issued to the aircraft by the
registration authority for the aircraft. These addresses are usually written as a 6
digit hexadecimal number, although you may also encounter one written as an
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8 digit octal number. The TT21/TT22 only understands the hexadecimal
format, so you must first convert an octal number to hexadecimal.
There is an Octal to Hexadecimal converter tool in the support
section of the Trig Avionics web site.
Enter the 6 digit aircraft address using the rotary knob and the ENT button.
6.1.2 VFR Squawk Code
When the pilot presses the VFR button, a pre-programmed code will replace
the current squawk code. The pre-programmed code is set up here; the choice
of code will depend on the normal location of the aircraft. In the USA, the
VFR squawk code is 1200. In most parts of Europe, the VFR squawk code
should be set to 7000.
Enter the 4 digit squawk code using the rotary knob and the ENT button.
6.1.3 VFR Flight ID
The default Flight ID for an aircraft not on an IFR flight plan should be the
aircraft registration. Enter the aircraft registration using the rotary knob and
the ENT button.
Note that the aircraft registration is loaded as letters and numbers only. There
are no dashes or other punctuation marks, and no spaces can be inserted.
When you enter a space it finishes the data entry and moves to the next item.
6.1.4 Airspeed Category
Mode S transponders can transmit their maximum airspeed characteristics to
aircraft equipped with TCAS. This information is used to help identify threats
and to plan avoiding action by the TCAS equipped aircraft. The airspeeds are
grouped in ranges; using the rotary knob, select the range that corresponds to
the aircraft.
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6.1.5 Aircraft Category
To assist ATC tracking of aircraft, an aircraft category can be transmitted by
Mode S transponders. Using the rotary knob, select the aircraft category that
most closely matches the aircraft the transponder is installed in.
6.1.6 Squat Switch Source
The Squat switch input allows the transponder to automatically switch between
Airborne and Ground modes, and to automatically start and stop the flight
timer. The sense of the squat switch input can be selected using the rotary
knob. If the squat switch input is not connected the “Not Connected” option
must be selected.
6.1.7 GPS Input
If a GPS is connected for ADS-B position reporting, select the appropriate
interface protocol using the rotary knob.
6.1.8 GPS Line Speed
If a GPS has been selected at the previous step, you should select the
appropriate line speed using the rotary knob. Panel mount GPS units with
Aviation format outputs generally run at 9600 bps. NMEA GPS units
generally run at 4800 bps. Freeflight 1201 and NexNav 3101 GPS receivers
generally run at 19200 bps.
6.1.9 GPS System Integrity Level
An important metric for ADS-B ground system behaviour is the SIL or System
Integrity Level. It is intended to reflect the probability that the GPS position
source is providing erroneous information. A detailed analysis of the
contribution to system integrity is outside the scope of this manual, and the
installer may need to carry out a system safety analysis to determine the best
value to set. However, a reasonable guideline might be:
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Transmitted Integrity
Level
VFR only GPS or uncertified installation
Low
GPS installation certified for en-route and
terminal IFR navigation
Medium
GPS installation certified with augmentation,
such as WAAS or LAAS
High
6.1.10 Aircraft Length and Width
On the ground, ADS-B transmits encoded aircraft size information which is
used by ATC to identify taxiing routes and potential conflicts. When
configured for ADS-B, the TT21/TT22 will ask for the aircraft length and
width (wingspan), in metres, and will calculate the appropriate size code for
transmission.
6.1.11 ADS-B Test Message Option
Because of limitations in the ATC radar computer systems, in US airspace the
FAA require ADS-B equipped aircraft to periodically transmit their Mode A
squawk code in an ADS-B squitter message. This allows the computer system
to reconcile conventional radar traces with ADS-B information in a mixed
surveillance environment. Because the Mode A code does not form part of the
base ADS-B message set, the code is sent in a “TEST” message.
These special messages only need to be sent when the aircraft is visible to US
radar systems. The transponder already knows the geographic position of the
aircraft, and therefore the recommended option setting for these messages is
“Only in America”.
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6.2 Test and Calibration items
6.2.1 Voltage Check
The Voltage Check screen displays the current input voltage received by the
control head from the TT21/TT22. Whilst displaying this screen theTC20 will
exercise certain internal functions in the controller, including periodically
turning on the heater circuit. The purpose of these exercises is to present a
changing load on the power lines from the TT21/TT22. If you suspect a
potential problem with the wiring to the controller, it is worth monitoring the
displayed voltage for several seconds to find the worst-case reading.
The nominal voltage is 6.5 Volts. The displayed value may be lower due to
cable impedance. If the voltage is below 6.0 Volts, then the interface cable has
too much impedance, and you should review the choice of cable.
6.2.2 Altitude Encoder Calibration
The Altitude Encoder Calibration allows you to adjust the built-in altitude
encoder to ensure that the altitude transmitted by the transponder corresponds
to the altitude seen by the pilot on the primary altimeter. This process is
normally carried out every 24 months, as part of the altimeter checks on the
aircraft. The maximum allowed difference between the primary altimeter and
the altitude encoder is 125 feet in ETSO C88a and TSO C88b. The altitude
encoder in the TC20 is accurately calibrated during manufacture to be within
50 feet of the applied pressure altitude at all altitudes, whereas the allowed
error in the primary altimeter increases with altitude, and above 18,000 feet the
altimeter error alone may exceed 125 feet. It is therefore possible that the
combination of the allowed errors in the encoder and the primary altimeter may
exceed 125 feet, in which case the altitude encoder must be adjusted to
correspond to the primary altimeter.
Note: The purpose of calibrating the encoder is to make the output
correspond to the primary altimeter. The encoder calibration
procedure must therefore only be undertaken after the primary
altimeter has been tested and found to comply with the relevant
standards.
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6.2.2.1 Calibration Equipment
To calibrate the encoder you will need to be able to power up the transponder
subsystem, and you will need a pitot-static test set with the appropriate adapters
to connect to the static port on the aircraft. The pitot-static test set should be
able to drive the altitude down to sea level, and above the service ceiling of the
aircraft.
No transponder test set is required – the calibration procedure displays all the
information you need on the screen of the TC20
6.2.2.2 Calibration Procedure
There are four adjustment points on the altitude encoder, a low altitude
adjustment point, two mid-level adjustments, and a high altitude adjustment
point. The low altitude point adjusts the correspondence at sea level, the first
mid level point adjusts the correspondence around FL100, the second mid level
point adjusts the correspondence at around FL200, and the high altitude point
adjusts the correspondence at FL300 and above. Since the altitude limit of the
encoder is likely to be higher than the service ceiling of the aircraft, it is
sufficient to set only those adjustment points at or below the service ceiling of
the aircraft.
Note: DO NOT EXCEED THE ALTITUDE OR RATE OF CLIMB
LIMITS OF THE PITOT-STATIC INSTRUMENTS OF THE
AIRCRAFT. The Trig altitude encoder is a solid state device and will
not be affected by excess altitude or rate of climb and descent, but the
mechanical instruments in the aircraft can easily be damaged by
being driven beyond their intended range.
Proceed as follows:
1.
Set the primary altimeter subscale setting to 1013.2 hPa,
29.92 in hg.
2.
Connect the pitot-static test set to the aircraft.
3.
Power up the transponder and controller, whilst holding the
FN button down on the controller. This will enter SETUP
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mode on the controller.
4.
Skip over the configuration modes until reaching the encoder
calibration section.
5.
Accept the Yes/No question; the LOW ALTITUDE set point
will now be active, and an altitude will be displayed.
6.
On the static test set, drive the altitude to 0 feet.
7.
Read the primary altimeter value, and turn the right knob on
the TC20 until the altitude displayed on the TC20 matches
the altitude on the primary altimeter.
8.
Press ENT on the TC20; the display will move to the MID
ALTITUDE FL100 set point.
9.
On the static test set, drive the altitude to 10,000 feet.
10. Read the primary altimeter value, and turn the right knob on
the TC20 until the altitude displayed on the TC20 matches
the altitude on the primary altimeter.
11. Press ENT on the TC20; the display moves to the MID
ALTITUDE FL200 screen.
12. If the service ceiling of the aircraft is below 20,000 feet, the
process is complete. Press the ENT button twice more to get
to the test screen. Otherwise, proceed to step 13.
13. On the static test set, drive the altitude to 20,000 feet.
14. Read the primary altimeter value, and turn the right knob on
the TC20 until the altitude displayed on the TC20 matches
the altitude on the primary altimeter.
15. Press ENT on the TC20; the display moves to the HIGH
ALTITUDE FL300 screen.
16. If the service ceiling of the aircraft is below 30,000 feet, the
process is complete. Press the ENT button once more to get
to the test screen. Otherwise, proceed to step 17.
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17. On the static test set, drive the altitude to 30,000 feet.
18. Read the primary altimeter value, and turn the right knob on
the TC20 until the altitude displayed on the TC20 matches
the altitude on the primary altimeter.
19. Press ENT on the TC20; the display moves to the test screen.
To complete the testing you should leave the TC20 screen displaying the
encoder altitude, and exercise the altitude on the static test set across the
altitude range of the aircraft. Use at least 10 test points, and verify that in each
case the altitude displayed on the primary altimeter and the altitude displayed
on the TC20 correspond within the 125 foot tolerance. Lightly tap the
altimeter at each test point to eliminate friction effects.
When the correspondence test is complete, press ENT again on the TC20, and
power off the system.
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7. Post Installation Checks
Post installation checks should be carried out in accordance with your
certification requirements. These checks should include:

Mode S interrogations to verify correct address programming.

Verification of the reported altitude using a static tester.

Where installed, verification of correct squat switch ground/airborne
indications. In an aircraft with a squat switch, setting the Mode switch
to ALT when the aircraft is on the ground should leave the
transponder in GND mode; when the aircraft becomes airborne, the
mode should switch automatically to ALT.

Interrogations to verify the receiver sensitivity. A Mode S
transponder should have a minimum triggering level (MTL) of
between -77 dBm and -71 dBm. Failure to meet this requirement
usually indicates antenna or coaxial cable problems.

Interrogations to verify the transmitted power. A Class 2 installation
should have no less than 71 Watts at the antenna (and no more than
500 Watts). Failure to meet this requirement is also generally due to
antenna or wiring issues.

Where installed, verification of the GPS position source and ADS-B
outputs. Whenever a valid position is received by the transponder and
the transponder is in any mode other than Standby, ADS-B Extended
Squitters should be observed on the transponder test set.
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8. Normal Operation
8.1 Overview
On the front panel is a monochrome LCD display flanked by a rotary mode
selector knob (OFF, SBY, GND, ON, and ALT) and a continuously rotating
knob used for code and data entry.
8.2 Display
The display shows the operating mode of the transponder, the reported pressure
altitude, and the current squawk code and Flight ID. The reply indicator is
active when the transponder replies to interrogations.
The pressure altitude is displayed as a Flight Level, which is the pressure
altitude in hundreds of feet. When non-standard atmospheric conditions apply,
this may not match the altimeter indicated altitude, but will be correctly
displayed by the ATC radar.
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8.3 Mode Selector Knob
The left hand knob controls the power to the transponder and the operating
mode.
OFF
Power is removed from the transponder.
SBY
The transponder is on, but will not reply to any interrogations.
GND
The transponder will respond to Mode S ground interrogations from
surface movement radar.
ON
The transponder will respond to all interrogations, but altitude
reporting is suppressed.
ALT
The transponder will respond to all interrogations.
When airborne, the transponder should always be set to ALT unless otherwise
directed by Air Traffic Control. When you are taxiing on the ground, the
transponder should be set to GND unless your installation includes a gear squat
switch. Aircraft installations that include a gear squat switch will automatically
select GND on landing.
8.4 Push Buttons
IDT
Press the IDT button when ATC instructs you to “Ident” or
“Squawk Ident”. This activates the SPI pulse in the transponder
replies for 18 seconds. IDT will appear in the display.
FN
Pressing the FN button provides access to changing the Flight
ID.
VFR
Pressing the VFR button sets the transponder to the preprogrammed conspicuity code. Pressing the button again
restores the previous squawk code.
ENT
The ENT button enters a digit in the code selector.
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8.5 Code Selector Knob
The right hand knob is used to set squawk codes and the Flight ID. The FN
button selects which will be updated. Turning the knob will highlight the first
digit on the display, and the digit can be changed as required. Press the ENT
button to advance to the next digit. When ENT is pressed on the last digit, the
new squawk code or Flight ID will replace the previous value. If the code
entry is not completed within 7 seconds, the changes are ignored and the
previous code restored.
1200
VFR code in the USA
7000
VFR code commonly used in Europe.
7500
Hijack code
7600
Loss of communications
7700
Emergency code
The Flight ID should correspond to the aircraft call sign entered on your flight
plan. If no flight plan is active, the aircraft registration should be used as your
Flight ID. Use only letters and digits. If the Flight ID is less than 8 characters
long, entering a blank character will end it.
8.6 Altitude Encoder Warm Up
The built in altitude encoder uses a sensor that is temperature dependent. A
small internal heater circuit keeps the sensor at the correct temperature. When
the ambient temperature is below 0°C there may be a delay between switching
on the transponder and seeing an altitude reported. In very cold weather this
delay can be up to 5 minutes. You should always switch on the transponder
(usually to GND mode) before taxiing to the runway, to ensure that the sensor
is operating before you become airborne.
8.7 General Low Temperature Operation
The TT21/TT22 is certified to operate correctly down to -20°C, but at low
temperatures the display may be impaired. On a cold day you may need to wait
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for the cockpit to warm up to ensure normal operation.
8.8 Warning Messages
If the transponder detects a problem, the screen will indicate WARNING and a
brief statement of the problem. Depending on the nature of the problem, your
transponder may not be replying to interrogations. Note the message on the
screen and pass that information to your avionics maintenance organisation.
Press ENT to clear the message; if the fault is still present the message will
reappear.
8.9 Fault Annunciation
If the transponder detects a catastrophic internal failure, the screen will indicate
FAULT and a brief statement of the problem. No replies will be made to
interrogations when a fault has been detected.
Some FAULT indications can be recovered by switching the transponder off
and back on again, although in all cases a FAULT code implies that there is a
fault with the transponder or the installation. Note the FAULT message shown
on the screen and pass that information to your avionics maintenance
organisation.
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9. Continued Airworthiness
Other than for periodic functional checks required by the regulations, the
TT21/TT22 Mode S transponder has been designed and manufactured to allow
“on condition maintenance”. This means that there are no periodic service
requirements necessary to maintain continued airworthiness, and no
maintenance is required until the equipment does not properly perform its
intended function. When service is required, a complete performance test
should be accomplished following any repair action. Repairs should only be
carried out in accordance with Trig Avionics Limited service procedures.
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10. Limited Warranty
Trig Avionics Limited warrants our products to be free from defects in
materials and workmanship for a period of two (2) years from the date of
installation by an authorised dealer.
This warranty covers repair and/or replacement at our option, of any parts
found to be defective, provided such defects in our opinion are due to faulty
material or workmanship and are not caused by tampering, abuse, or normal
wear.
All warranties are F.O.B.
Trig Avionics Limited
Heriot Watt Research Park
Riccarton, Currie, EH14 4AP
Trig Avionics will not accept or pay for any charges for warranty work
performed outside our factory without prior written consent.
This warranty applies only to products in normal use. It does not apply to units
or circuit boards defective due to improper installation, physical damage,
tampering, lightning or other electrical discharge, units with altered serial
numbers, or units repaired by unauthorised persons or in violation of Trig
Avionics Limited service procedures.
Trig Avionics Limited assumes no responsibility for any consequential losses
of any nature with respect to any products or services sold, rendered, or
delivered.
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11. Environmental Qualification Forms
Nomenclature:
TT21 Mode S Transponder
Part Number: 00675-(XX)
ETSO: 2C112b, C166a
Manufacturer:
Trig Avionics Limited
Address:
Heriot Watt Research Park, Riccarton, Currie, Scotland,
EH14 4AP
Conditions
DO-160F
Section
Description of Conducted Tests
Temperature and Altitude
4.0
Low temperature ground
survival
4.5.1
-55°C
Low temperature shorttime operating
4.5.1
-40°C
Low temperature
operating
4.5.2
-20°C
High temperature
operating
4.5.4
+70°C
High temperature shorttime operating
4.5.3
+70°C
High temperature ground
survival
4.5.3
+85°C
Loss of Cooling
4.5.5
Cooling air not required (+70°C operating
without cooling air)
Altitude
4.6.1
35,000 feet
Decompression
4.6.2
8,000 to 35,000 feet in 15 seconds
Overpressure
4.6.3
-15,000 feet
Equipment tested to Categories A2, C1
Temperature Variation
5.0
Equipment tested to Category C
Humidity
6.0
Equipment tested to Category A
Operational Shocks
7.2
Equipment tested to Category B
Crash Safety
7.3
Equipment tested to Category B type 5
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Vibration
8.0
Aircraft zone 2; type 3, 4, 5 to category S
level M, type 1 (Helicopters) to category U
level G
Explosion
9.0
Equipment identified as Category X – no test
required
Waterproofness
10.0
Equipment identified as Category X – no test
required
Fluids Susceptibility
11.0
Equipment identified as Category X – no test
required
Sand and Dust
12.0
Equipment identified as Category X – no test
required
Fungus
13.0
Equipment identified as Category X – no test
required
Salt Spray
14.0
Equipment identified as Category X – no test
required
Magnetic Effect
15.0
Equipment tested to Category Z
Power Input
16.0
Equipment tested to Category BX
Voltage Spike
17.0
Equipment tested to Category B
Audio frequency
conducted susceptibility
18.0
Equipment tested to Category B
Induced signal
susceptibility
19.0
Equipment tested to Category AC
Radio frequency
susceptibility
20.0
Equipment tested to Category TT
Radio frequency emission
21.0
Equipment tested to Category B
Lightning induced
transient susceptibility
22.0
Equipment identified as Category XXXX – no
test required
Lightning direct effects
23.0
Equipment identified as Category X – no test
required
Icing
24.0
Equipment identified as Category X – no test
required
Electrostatic Discharge
25.0
Equipment identified as Category X – no test
required
Fire, Flammability
26.0
Equipment identified as Category C
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Nomenclature:
TT22 Mode S Transponder
Part Number: 00745-(XX)
ETSO: 2C112b, C166a
Manufacturer:
Trig Avionics Limited
Address:
Heriot Watt Research Park, Riccarton, Currie, Scotland,
EH14 4AP
Conditions
DO-160F
Section
Description of Conducted Tests
Temperature and Altitude
4.0
Low temperature ground
survival
4.5.1
-55°C
Low temperature shorttime operating
4.5.1
-40°C
Low temperature
operating
4.5.2
-20°C
High temperature
operating
4.5.4
+70°C
High temperature shorttime operating
4.5.3
+70°C
High temperature ground
survival
4.5.3
+85°C
Loss of Cooling
4.5.5
Cooling air not required (+70°C operating
without cooling air)
Altitude
4.6.1
35,000 feet
Decompression
4.6.2
8,000 to 35,000 feet in 15 seconds
Overpressure
4.6.3
-15,000 feet
Equipment tested to Categories A2, C1
Temperature Variation
5.0
Equipment tested to Category C
Humidity
6.0
Equipment tested to Category A
Operational Shocks
7.2
Equipment tested to Category B
Crash Safety
7.3
Equipment tested to Category B type 5
Vibration
8.0
Aircraft zone 2; type 3, 4, 5 to category S
level M, type 1 (Helicopters) to category U
level G
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Explosion
9.0
Equipment identified as Category X – no test
required
Waterproofness
10.0
Equipment identified as Category X – no test
required
Fluids Susceptibility
11.0
Equipment identified as Category X – no test
required
Sand and Dust
12.0
Equipment identified as Category X – no test
required
Fungus
13.0
Equipment identified as Category X – no test
required
Salt Spray
14.0
Equipment identified as Category X – no test
required
Magnetic Effect
15.0
Equipment tested to Category Z
Power Input
16.0
Equipment tested to Category BX
Voltage Spike
17.0
Equipment tested to Category B
Audio frequency
conducted susceptibility
18.0
Equipment tested to Category B
Induced signal
susceptibility
19.0
Equipment tested to Category AC
Radio frequency
susceptibility
20.0
Equipment tested to Category TT
Radio frequency emission
21.0
Equipment tested to Category B
Lightning induced
transient susceptibility
22.0
Equipment identified as Category XXXX – no
test required
Lightning direct effects
23.0
Equipment identified as Category X – no test
required
Icing
24.0
Equipment identified as Category X – no test
required
Electrostatic Discharge
25.0
Equipment identified as Category X – no test
required
Fire, Flammability
26.0
Equipment identified as Category C
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Nomenclature
TC20 Mode S Controller
Part Number: 00649-(XX)
ETSO: 2C112b, C88a
Manufacturer
Trig Avionics Limited
Address
Heriot Watt Research Park, Riccarton, Currie, Scotland,
EH14 4AP
Conditions
DO-160F
Section
Description of Conducted Tests
Temperature and Altitude
4.0
Low temperature ground
survival
4.5.1
-55°C
Low temperature shorttime operating
4.5.1
-25°C
Low temperature
operating
4.5.2
-20°C
High temperature
operating
4.5.3
+55°C
High temperature shorttime operating
4.5.3
+70°C
High temperature ground
survival
4.5.3
+85°C
Loss of Cooling
4.5.5
Cooling air not required (+70°C operating
without cooling air)
Altitude
4.6.1
35,000 feet
Decompression
4.6.2
8,000 to 35,000 feet in 15 seconds
Overpressure
4.6.3
-15,000 feet
Equipment tested to Categories A4, C4
Temperature Variation
5.0
Equipment tested to Category A
Humidity
6.0
Equipment tested to Category A
Operational Shocks
7.2
Equipment tested to Category B
Crash Safety
7.3
Equipment tested to Category B and
extended to use test levels for Helicopters
Vibration
8.0
Aircraft zone 2; type 3, 4, 5 to category S
level M, type 1 (Helicopters) to category U
level G
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Explosion
9.0
Equipment identified as Category X – no test
required
Waterproofness
10.0
Equipment tested to Category W (front face
only)
Fluids Susceptibility
11.0
Equipment identified as Category X – no test
required
Sand and Dust
12.0
Equipment identified as Category X – no test
required
Fungus
13.0
Equipment identified as Category X – no test
required
Salt Spray
14.0
Equipment identified as Category X – no test
required
Magnetic Effect
15.0
Equipment tested to Category Z
Power Input
16.0
Equipment identified as Category X – no test
required
Voltage Spike
17.0
Equipment identified as Category X – no test
required
Audio frequency
conducted susceptibility
18.0
Equipment identified as Category X – no test
required
Induced signal
susceptibility
19.0
Equipment tested to Category BC
Radio frequency
susceptibility
20.0
Equipment tested to Category TT
Radio frequency emission
21.0
Equipment tested to Category M
Lightning induced
transient susceptibility
22.0
Equipment identified as Category XXXX – no
test required
Lightning direct effects
23.0
Equipment identified as Category X – no test
required
Icing
24.0
Equipment identified as Category X – no test
required
Electrostatic Discharge
25.0
Equipment identified as Category X – no test
required
Fire, Flammability
26.0
Equipment identified as Category C
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12. ADS-B Compliance
TT21/TT22 transponders include support for Extended Squitter ADS-B out.
The TT21/TT22 is a DO-260A change 2 compliant class B0 broadcast-only
participant.
12.1 ADS-B Parameters Supported
The following table lists the ADS-B parameters that are transmitted by the
TT21 transponder when connected to an appropriate GPS receiver.
Parameter
BDS Register
SPI
0,5
Emergency Indicator
0,5
Barometric Altitude
0,5
Quality Indicator (NIC)
0,5
Latitude
0,5
Longitude
0,5
Airborne Position
Quality Indicator (NIC)
0,6
Latitude
0,6
Longitude
0,6
Surface Position
Surface Ground Speed
0,6
Surface Ground Track
0,6
Aircraft Identification
0,8
Airborne Ground Velocity
0,9
Emergency Status
6,1
Quality Indicator (NACp)
6,5
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Quality Indicator (SIL)
6,5
Version Indicator
6,5
Surface Length/Width
6,5
In addition the TEST message with 4096 squawk code information can also be
transmitted to support coordination with ATC radar systems. TEST message
transmission status is an installation option.
In all cases, uncompensated latency due to the transponder is less than 10
milliseconds. Analysis of the system latency should add this to the latency of
the GPS system and the transmission time of the position data from the GPS to
the transponder to determine the overall latency.
12.2 ADS-B Service Levels
ADS-B forms part of the future plans for airspace management, and is being
deployed in certain limited applications. The following summary of the ADSB service is current at the date of publication of this manual, but you should be
aware that regulatory changes are taking place in this area, and the most recent
regulatory information should be consulted.
There are currently three levels of service that an ADS-B transmitter can
provide.
Operational ADS-B
Surveillance
EASA has published the certification
requirements for using ADS-B position
information for Air Traffic Control services in a
non-radar environment, AMC20-24. AMC2024 includes both technical attributes of the
individual components of an installation and
system attributes for the overall aircraft
installation. AMC20-24 has been adopted as a
base standard for ADS-B surveillance in other
parts of the world, and provides radar-like
separation capabilities between participating
IFR aircraft.
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Experimental ADS-B
Surveillance
ADS-B trials have taken place in a number of
countries which, because of the experimental
nature, have allowed deviations from the
operational standards represented by AMC2024, but which have been based on positional
information with comparable integrity.
ADS-B Information
There are a number of non-certified applications
of ADS-B technology such as fleet monitoring
and traffic awareness which can be deployed
using position sources of lower integrity which,
because the integrity is reported in the
transmissions, are also compatible with the
ADS-B surveillance environment.
There is also a widely publicised fourth level of service in discussion which is
the US “Next Generation” plan, but at the time of publication of this manual a
number of key aspects of this are undefined and no compliance statement
against that future plan is practical.
The TT21/TT22 is designed to provide all of the required parameters listed in
AMC20-24. However, in order to be used for separation services AMC20-24
sets additional criteria related to the position accuracy and integrity of the GPS
position source used, and the ability for the GPS to communicate those
accuracy and integrity parameters to the ADS-B output system in the
transponder. At the publication date of this manual, the only commercially
available GPS receivers we are aware of that can be used with the TT21/TT22
to meet the system requirements of AMC20-24 are the Freeflight 1201 and the
NexNav 3101.
A wide range of other GPS receivers can be used as the position source for
ADS-B, including ETSO-129a receivers and simpler VFR GPS receivers.
Whilst these receivers may be suitable for Informational or Experimental
installations, they generally lack one or more of the required integrity
parameters for an operational IFR separation application.
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12.3 AMC 20-24 Compliance
For installations seeking certification to AMC20-24 or other applicable
standards, additional compliance information is available on request from Trig
Avionics Limited.
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13. Installation Drawings
13.1 Mounting tray fixing and overall dimensions
All dimensions in millimetres
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13.2 Front Panel Controller Dimensions
Controller shown without the mounting adapters (00678-00) used for 57mm
(2¼ inch) instrument mounting.
All dimensions in millimetres.
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13.3 Front Panel Cut-out Options
The front panel controller can be fitted to either the compact mounting hole or
a conventional 57mm (2¼ inch) instrument cut-out. The compact mounting is
a truncated 58 mm opening; please note that the mounting screws are NOT in
the same location for the two options.
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All dimensions in millimetres.
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14. Basic Interconnect Diagram
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