EUROCONTROL

EUROCONTROL Specification
for ATM Surveillance System Performance
(Volume 1)

Edition: 1.1
Edition date: September 2015
Reference nr: EUROCONTROL-SPEC-147
ISBN: 978-2-87497-022-1
 EUROPEAN ORGANISATION
FOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL Specification for

ATM Surveillance System
Performance (Volume 1)

DOCUMENT IDENTIFIER: EUROCONTROL-SPEC-0147

Edition Number : 1.1

Edition Date : 02/09/2015
Status : Released Issue
Intended for : General Public
Category : EUROCONTROL Specification
 EUROCONTROL Specification for ATM Surveillance System Performance (Volume 1)

DOCUMENT CHARACTERISTICS

TITLE

EUROCONTROL Specification for ATM Surveillance

System Performance (Volume 1)
Publications Reference: SPEC-0147
ISBN Number: 978-2-87497-022-1
Document Identifier Edition Number: 1.1
EUROCONTROL-SPEC-0147 Edition Date: 02/09/2015
Abstract
This document provides performance requirements for ATM surveillance system when
supporting 3 and 5 NM horizontal separation applications. This specification has been
developed by an international group of experts from air navigation service providers, system
manufacturers and national supervisory authorities. This document can be used by air
navigation service providers to define, as required by Commission Implementing Regulation
(EU) No 1207/2011 of 22 November 2011, the minimum performance that their surveillance
system must meet. This specification also defines how the associated conformity
assessment must be performed.
Keywords
Surveillance ATM Specification Performance
Horizontal separation Quality of service Data item SES

Contact Persons Tel Unit

Eric POTIER +32 (0) 27294741 NMD/NS/SCC
Michel BORELY +32 (0) 27291161 DPS/TEC

STATUS, AUDIENCE AND ACCESSIBILITY

Status Intended for Accessible via
Working Draft  General Public  Intranet 
Draft  EUROCONTROL  Extranet 
Proposed Issue  Restricted  Internet (www.eurocontrol.int) 
Released Issue 

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 EUROCONTROL Specification for ATM Surveillance System Performance (Volume 1)

DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present document.

EDITION NUMBER EDITION DATE REASON FOR CHANGE PAGES AFFECTED

1.0 30/03/2012 First released version All

Minor corrections reported by stakeholders.
Volume 1
New paragraph at the end of the Executive 11
Summary.
Consistent wording (m instead of meters) and 26 & 28
mistake (above instead of below) in tables 3 &
4 (R4 suffixed requirements).
Correction of note number (9 instead of 7) in 26, 27, 28 & 29
tables 3 & 4 (R8, R10 & R11 suffixed
requirements). 27 & 29
Correction of note number (10 instead of 8) in
tables 3 & 4 (R14 suffixed requirements). 28 & 35
Harmonisation of R5 suffixed requirements
wording in tables 4 & 7 (“series of at least 3
consecutive …”). 32
Rewording of note 8 in § 3.4.5 34 & 35
Clarification (m instead of meters and addition
1.1 02/09/2015 of global) in tables 6 & 7 (R4 suffixed
requirements). 51 & 54
Correction of references in § 4.2.9, 4.2.13 &
4.2.14 (4.2.4 instead of 4.2.2). 52
Corrections in § 4.2.12 (aircraft identity instead
of pressure altitude and “The 3 following
figures …”). 53
Additional clarification note for aircraft identity
correctness indicator in case of specific
transponder interface (thumb-wheel switch).
Update of documents hyperlinks and/or 69
versions in Annex B.
Rewording of Aircraft Identification definition in 75
Annex C – 1.2.

Volume 2
Alignment of the Executive Summary on the
one of Volume 1.

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 EUROCONTROL Specification for ATM Surveillance System Performance (Volume 1)

Publications
EUROCONTROL Headquarters
96 Rue de la Fusée
B-1130 BRUSSELS

Tel: +32 (0)2 729 4715

Fax: +32 (0)2 729 5149
E-mail: [email protected]

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 EUROCONTROL Specification for ATM Surveillance System Performance (Volume 1)

CONTENTS

DOCUMENT CHARACTERISTICS ............................................................................. 2

DOCUMENT APPROVAL ........................................................................................... 3

DOCUMENT CHANGE RECORD ............................................................................... 4

CONTENTS ................................................................................................................. 6

LIST OF TABLES ....................................................................................................... 9

LIST OF FIGURES .................................................................................................... 10

EXECUTIVE SUMMARY ........................................................................................... 11

1 Introduction ....................................................................................................... 13
1.1 Aim, scope and object of the document ..................................................................................13
1.2 The supported Air Traffic Services and functions ...................................................................13
1.3 Category of surveillance system .............................................................................................13
1.4 Structure of the document .......................................................................................................14
1.5 Intended readers .....................................................................................................................14
1.6 Relationship with ICAO approach ...........................................................................................15

2 Document development approach and role.................................................... 16

2.1 Document development context .............................................................................................16
2.1.1 Lessons learnt .................................................................................................................16
2.1.2 Single European Sky (SES) regulation ...........................................................................17
2.2 Document development approach ..........................................................................................18
2.2.1 Service/function specific ..................................................................................................18
2.2.2 Environment independent ...............................................................................................18
2.2.3 Measurable ......................................................................................................................18
2.2.4 Interoperability and seamless operation .........................................................................19
2.2.5 Design flexibility ...............................................................................................................19
2.3 Role of this document within the surveillance system design process ...................................19
2.4 Choice of the category of surveillance system to deploy ........................................................19
2.5 Performance metrics/indicators ..............................................................................................20

3 Performance Requirement Specification for surveillance applications ....... 23

3.1 3/5 NM horizontal separation operational services .................................................................23

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3.2 3/5 NM horizontal separation application definitions ..............................................................23

3.3 3/5 NM horizontal separation operational performance assessment (OPA) scenarios ..........23
3.4 Environment description and requirements for 3/5 NM horizontal separation provided
by ATCO using cooperative surveillance system ...................................................................24
3.4.1 Environment description ..................................................................................................24
3.4.2 Required data items ........................................................................................................25
3.4.3 Mandatory and recommended performance requirements for 5 NM horizontal
separation provided by ATCO using cooperative surveillance system ...........................26
3.4.4 Mandatory and recommended performance requirements for 3 NM horizontal
separation provided by ATCO using cooperative surveillance system ...........................28
3.4.5 Mapping of performance metrics on quality of service characteristics............................31
3.5 Environment description and requirements for 3/5 NM horizontal separation provided
by ATCO using non-cooperative surveillance system ............................................................33
3.5.1 Environment description ..................................................................................................33
3.5.2 Required data items for 3/5 NM horizontal separation provided by ATCO using
non-cooperative surveillance system ..............................................................................33
3.5.3 Mandatory and recommended performance requirements for 5 NM horizontal
separation provided by ATCO using non-cooperative surveillance system ....................34
3.5.4 Mandatory and recommended performance requirements for 3 NM horizontal
separation provided by ATCO using non-cooperative surveillance system ....................35
3.5.5 Mapping of performance requirements to quality of service ...........................................36

4 Conformity assessment.................................................................................... 38
4.1 Generalities .............................................................................................................................38
4.1.1 Conformity assessment approaches ...............................................................................38
4.1.2 Conformity assessment volume ......................................................................................38
4.1.3 Conformity assessment datasets ....................................................................................39
4.1.4 Conformity assessment periodicity..................................................................................39
4.1.5 Conformity assessment measurement point ...................................................................39
4.1.6 Definitions ........................................................................................................................40
4.1.7 Specific events to be investigated ...................................................................................40
4.2 Conformity assessment procedures and criteria ....................................................................41
4.2.1 Measurement interval ......................................................................................................41
4.2.2 Data item(s) probability of update ...................................................................................42
4.2.3 Ratio of missed 3D/2D position involved in long gaps ....................................................46
4.2.4 RMS error of the horizontal position ................................................................................47
4.2.5 Ratio of correlated horizontal position errors ..................................................................49
4.2.6 RMS value of the relative time of applicability of target reports in close proximity .........50
4.2.7 Average and maximum data age of forwarded pressure altitude ...................................50
4.2.8 Ratio of incorrect forwarded pressure altitude ................................................................50

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4.2.9 Unsigned error of pressure altitude .................................................................................51

4.2.10 Delay of change in emergency indicator / SPI report ......................................................51
4.2.11 Delay of change in aircraft identity ..................................................................................52
4.2.12 Ratio of incorrect aircraft identity .....................................................................................52
4.2.13 RMS error of rate of climb/descent..................................................................................54
4.2.14 RMS error of track velocity characteristics ......................................................................54
4.2.15 Density of uncorrelated false target reports ....................................................................56
4.2.16 Number of falsely confirmed tracks near to true tracks ...................................................56
4.2.17 Surveillance system continuity ........................................................................................57
4.3 Common requirement for time reference ................................................................................57
4.4 Conformity assessment framework .........................................................................................57
4.4.1 Conformity assessment framework based on opportunity traffic ....................................57
4.4.2 Conformity assessment framework based on flight trials ................................................58
4.4.3 Conformity assessment framework based on proof offered through system design
files or by system design assurance ...............................................................................59
4.4.4 Conformity assessment framework based on test transponder ......................................59
4.4.5 Conformity assessment framework based on injected test target ..................................59

Annex - A Surveillance system function and scope ........................................... 61

A - 1 Surveillance system function ..................................................................................................61
A - 2 Surveillance system scope .....................................................................................................62
A - 3 Surveillance data items ...........................................................................................................66

Annex - B Reference documents and acronyms ................................................. 69

B-1 Applicable documents .............................................................................................................69
B-2 Referenced documents ...........................................................................................................69
B-3 Reference documents .............................................................................................................70
B-4 Acronyms ................................................................................................................................72

Annex - C Definitions ............................................................................................. 75

C-1 Data item definitions ................................................................................................................75
C-2 Performance characteristic definitions ....................................................................................77
C-3 Other definitions ......................................................................................................................81
C-4 Environment definitions ...........................................................................................................82

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LIST OF TABLES

Table 1: Example of mapping of performance metrics on quality of service characteristics ................ 21

Table 2: Addressed application ............................................................................................................. 23
Table 3: Cooperative surveillance system requirements for supporting 5 NM horizontal separation
(5N_C) ............................................................................................................................................ 27
Table 4: Cooperative surveillance system requirements for supporting 3 NM horizontal separation
(3N_C) ............................................................................................................................................ 29
Table 5: Mapping of performance metrics on quality of service characteristics for 5N_C and 3N_C
applications .................................................................................................................................... 31
Table 6: Non-cooperative surveillance system requirements for supporting 5 NM horizontal separation
(5N_N) ............................................................................................................................................ 34
Table 7: Non-cooperative surveillance system requirements for supporting 3 NM horizontal separation
(3N_N) ............................................................................................................................................ 35
Table 8: Mapping of performance metrics on quality of service characteristics .................................... 36
Table 9: Turn rate as a function of speed for an acceleration of 1.5 m/s² ............................................. 56
Table 10: Acronym list ........................................................................................................................... 73

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LIST OF FIGURES

Figure 1: Single European Sky interoperability regulation framework .................................................. 17

Figure 2: Numbers of target reports used for the calculation of PUC and the ratios of incorrect
pressure altitude / aircraft identity .................................................................................................. 43
Figure 3: Illustration of horizontal position probability of update calculation ......................................... 43
Figure 4: Illustration of calculation of probability of update of correct pressure altitude ....................... 45
Figure 5: Illustration of gap for cooperative system .............................................................................. 46
Figure 6: Horizontal position error assessment ..................................................................................... 48
Figure 7: Illustration of horizontal position error components ............................................................... 49
Figure 8: Examples of correct aircraft identity ....................................................................................... 52
Figure 9: Other example of correct aircraft identity ............................................................................... 53
Figure 10: Example of incorrect aircraft identity .................................................................................... 53
Figure 11: Example of calculation of track velocity error components .................................................. 55
Figure 12: Generic functional diagram of a surveillance system........................................................... 62
Figure 13: Current Air-Ground Surveillance systems implementation based on 1030/1090 MHz data
link .................................................................................................................................................. 64
Figure 14: Future Air-Ground, Ground-Air and Air-Air Surveillance system implementation based on
1030/1090 MHz data link ............................................................................................................... 65
Figure 15: The different stages of surveillance system data processing (forwarded data item) ........... 79
Figure 16: The different stages of surveillance system data processing (calculated data item)........... 80
Figure 17: Provision of separation service in Class of airspaces .......................................................... 82

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EXECUTIVE SUMMARY

This document provides performance requirements for ATM surveillance systems when supporting 3
and 5 NM horizontal separation applications. This specification has been developed by an
international group of experts from Air Navigation Service Providers (ANSP), system manufacturers
and National Supervisory Authorities (NSA).
This specification was developed in parallel with the draft Surveillance Performance and
Interoperability Implementing Rule (SPI IR). On 21 November 2011 the final rule (Commission
Implementing Regulation (EU) No 1207/2011) was published within the European Union Official
Journal. This specification therefore complements and refines the requirements included in this Single
European Sky (SES) regulation.
This document can be used by air navigation service providers to define, as required by Commission
Implementing Regulation (EU) No 1207/2011 of 22 November 2011, the minimum performance that
their surveillance system must meet. This specification also defines how the associated conformity
assessment must be performed.
This specification is generic and independent of technology. It must be supplemented by specific local
requirements that may be due to safety constraints, to local technological choices, to the need to
support other services and functions and other local requirements. This specification is written to be
compatible with recently published industry standards (EUROCAE) applicable to specific surveillance
sensor technologies (ADS-B RAD and NRA and WAM).
The requirements defined in this specification are mainly derived from practical experience,
operational needs analysis studies and technical studies.
Particular attention was paid to ensuring that each performance requirement is measurable and
accompanied by an associated conformity assessment process. In this regard, measurements made
on the basis of opportunity traffic are preferable as they fully reflect the system performance in its
operational environment. Alternatively flight trials may also be undertaken. Proof offered through
system design files or by system design assurance, the use of a test transponder or an injected test
target is also acceptable when the other options are impracticable.
For the time being this specification is addressing the ATM surveillance systems performance needed
to support 3 and 5 NM horizontal separation. In the future this specification may be extended to
address other air traffic services (e.g. other horizontal separation minima) and/or functions.
This volume 1 contains the mandatory and recommended requirements whereas volume 2 [RD 1]
contains informative appendices.
The changes introduced to raise this specification to Edition 1.1 correct minor errors and address
clarification requests which have become apparent since the publication of Edition 1.0.
It should be noted that further work to develop a Generic Surveillance Safety and Performance
Requirement (GEN SUR SPR) document is being performed in the frame of EUROCAE Working
Group 102. Upon its formal publication the GEN SUR SPR document will complement and in some
aspects is expected to partially supersede this EUROCONTROL Specification. It is therefore foreseen
that a further update to this specification may be required in the future to reflect and incorporate
elements of the published GEN SUR SPR.
It may be of interest to the reader to note that whilst European Commission Implementing Regulation
(EU) No 1207/2011 of 22 November 2011 referred to in this document was amended by Commission
Implementing Regulation (EU) No 1028/2014 of 26 September 2014 the amendment does not affect
the surveillance system performance requirements.

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1 INTRODUCTION

1.1 Aim, scope and object of the document

This document has been developed to specify performance requirements applicable to surveillance
system 1 and to define how the associated conformity assessments must be performed. Although the
specified performance requirements are derived from operational requirements, it is not a document to
verify operational acceptability of surveillance systems and it does not include a surveillance system
generic safety assessment.
The aim of this document is to support ANSPs and NSAs in the implementation of [AD1].
This document introduces the concept of a surveillance application. A surveillance application is the
support of a specific Air Traffic Service (ATS) or function using a specific category of surveillance
system.
It also describes associated conformity assessment methods allowing ANSP to demonstrate
compliance with this specification.
For each quality of service requirement this document provides specific quality indicators to assess
the actual performance based on output data. It does not provide data quality indicators that might be
used to select/reject information.
The content of this document is the consolidated and agreed result of work and inputs from different
members of the ATM surveillance community including ANSP’s, NSA’s and Industry based on their
experience with their surveillance systems.
The performance requirements defined in the main body of this document are minimum requirements
independent of the environment and applicable to all surveillance systems.
Meeting these requirements alone is insufficient to demonstrate that the supported operation is safe.
For example, availability of the system is not covered as it is strongly dependent on the local
environment. The safe operation is proven through the development of a local surveillance system
safety assessment produced in accordance with the provisions contained within [AD1].

1.2 The supported Air Traffic Services and functions

The different air traffic services and main functions that are based on surveillance information are
described in ICAO PANS-ATM Document 4444 ([RD 9]) and are summarised in [RD 1] Appendix IV.
The air traffic services that are currently addressed in this document are:
• 3 NM horizontal separation combined with 1000 ft vertical separation when providing
approach control service,
• 5 NM horizontal separation combined with 1000/2000 ft vertical separation when providing
approach control service or area control service.
In the future, this document may be extended to the support of other air traffic services and functions
for which technical performance specification could be defined. It may address other types of air traffic
services (aerodrome control service) and/or the same ATC services when providing other separation
minima and/or air traffic functions (e.g. safety net) provided either on the ground or in the air.

1.3 Category of surveillance system

In this document a surveillance system is the set of equipment providing surveillance information
under the form of digitized messages.

1 In the context of this document surveillance system is restricted to equipment only, not covering people and procedures.

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This document considers both cooperative and non-cooperative categories of surveillance systems:
• A cooperative surveillance system relies on and requires equipment on board the aircraft.
Such a system can provide all the surveillance data items pertaining to an aircraft
including information coming from the aircraft itself (e.g. pressure altitude, aircraft identity).
• A non-cooperative surveillance system does not require equipment on board the aircraft
but cannot provide information coming from the aircraft.

1.4 Structure of the document

This document is structured in 2 volumes.
Volume 1 contains:
• Section 1 (this section) presents the aim of the document and the addressed air traffic
services and functions, explains its structure and describes the intended readers.
• Section 2 details the approach and the rationale that have been followed to develop this
document. Additionally it describes the role of the document in the design process of a
surveillance system.
• Section 3 provides the ATM surveillance system performance specifications.
• Section 4 defines the conformity assessment criteria corresponding to each of the
requirements defined in section 3.
• Annex - A describes the scope of the ATM surveillance system and its functions.
• Annex - B provides the list of the referenced documents and the definitions of the
acronyms used.
• Annex - C provides the definitions of the data items, performance characteristics and
environments referenced in this document.
Volume 2 [RD 1] contains:
• Appendix I provides high level justifications of the selection of the qualities of service
specified in section 3.
• Appendix II provides traceability and justification links towards referenced documents.
• Appendix III summarises the different air traffic services and functions that are based on
surveillance information.
• Appendix IV analyses the ability of different surveillance system designs meeting the
performance requirements specified in Volume 1.
• Appendix V provides further details on the OPA scenarios defined in section 3.
• Appendix VI provides an approach based on a specific collision risk model to justify a sub-
set of the requirements.

1.5 Intended readers

The intended readers of this document include:
• The departments of the civil and military ANSP of ECAC countries who are responsible for
procuring/designing, accepting, and maintaining ATM surveillance systems.
• The departments of the National Supervisory Authorities of ECAC countries who are
responsible for verifying ATM surveillance systems.
• International standardisation bodies.
• The engineering industry department who are responsible for developing ATM
surveillance systems and/or their components.

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1.6 Relationship with ICAO approach

ICAO has recognised the benefit of defining the required performance of a surveillance system
independent of the technologies that could be used. To this end a Required Surveillance Performance
(RSP) concept is currently being developed by ICAO. This document can contribute to these ICAO
activities.

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2 DOCUMENT DEVELOPMENT APPROACH AND ROLE

2.1 Document development context

In order to develop this document several aspects have been taken into account:
• The lessons learnt from the application of the EUROCONTROL Standard Document for
Radar Surveillance in En-route Airspace and Major Terminal Areas [RD 2].
• The Single European Sky legislation.
These 2 aspects are further detailed in the following paragraphs.

2.1.1 Lessons learnt

This document takes into account the lessons learnt from the application of the EUROCONTROL
Standard Document for Radar Surveillance in En-route Airspace and Major Terminal Areas [RD 2],
which are:
• Difficulties in practically assessing some specified requirements.
• Only applicable to SSR and PSR whereas new surveillance technologies are now
available (Mode S, WAM, ADS-B) and difficulties to transpose requirements to other
technologies (e.g. MSPSR).
• Imposed high level implementation choices (2 SSR for en-route and one PSR + 2 SSR for
major TMA) and difficulties to transpose requirements for other architectures.
• Lack of traceability between supported air traffic services or functions (i.e. users needs)
and technical requirements.
• …
It also takes into account lessons learnt from past and ongoing EUROCONTROL surveillance
deployment programmes and surveillance performance appraisal activity.

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2.1.2 Single European Sky (SES) regulation

The SES regulation is based on the 4 following EC regulations

• EC Regulation 549/2004 (the framework Regulation) amended by Regulation (EC)
1070/2009 (SES II)
 Objective to establish a harmonized regulatory framework for the creation of the single
European sky
• EC Regulation 550/2004 (the service provision Regulation) amended by Regulation (EC)
1070/2009 (SES II)
 Objective to establish common requirements for the safe and efficient provision of air
navigation services in the Community
• EC Regulation 551/2004 (the airspace Regulation) amended by Regulation (EC)
1070/2009 (SES II)
 Objective to support the concept of progressively more integrated operating airspace
and to establish common procedures for airspace design, planning and management
• EC Regulation 552/2004 (the interoperability Regulation) amended by Regulation (EC)
1070/2009 (SES II)
 Objective and scope
 Ensure interoperability between systems, constituents and associated procedures
of the EATMN
 Ensure the coordinated and rapid introduction on new agreed and validated
concepts of operations or technology
Figure 1 further explains the “Interoperability Regulation” in which this document is aimed to fall.

Regulation (552/2004) of the European Parliament

and of the Council (the interoperability Regulation)
amended by Regulation (EC) 1070/2009 (SES II)

Commission Regulations
Essential
Requirements
(mandatory)

Means of Compliance with the ERs and/or

Implementing Rules IRs
(mandatory) • Drawn up by the ESOs
(CEN/CENELEC/ETSI) in cooperation
with EUROCAE on technical issues
• Drawn up by EUROCONTROL on
matters of operational coordination
Community Specifications
(Voluntary Standards)

Figure 1: Single European Sky interoperability regulation framework

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As such the provisions detailed herein support the following Essential Requirements:
• Seamless of operation by:
o Ensuring seamless operation of aircraft with surveillance systems over all of
Europe.
o Ensuring a defined minimum level of performance of surveillance systems in
Europe and therefore facilitating and enhancing surveillance data sharing in
Europe.
• Support new concept of operations by:
o Facilitating the introduction of new surveillance technologies.
The provisions detailed herein could also be used as an input to a surveillance system safety
assessment, the production of which is required by [AD1].

2.2 Document development approach

Taking into account the context of the document development, it has been agreed that this document
will identify a set of requirements that are:
• Service or function specific
• Independent of environment in order to be applicable everywhere in Europe
• Easily verifiable/measurable on a regular basis
• Representing a minimum baseline to be supplemented by additional requirements
dictated by the local environment and by a local safety assessment.
• Allowing maximum flexibility in the surveillance system design process and associated
technology choices.
The sub-sections below further justify these 5 objectives that have been assigned to the development
of this document.
In order to prepare the evolution of this document to support these objectives and in addition to the
current mandatory requirements, a set of recommended requirements have been defined. These
requirements are provided as a reasonable target for surveillance systems that are being procured in
the near future.

2.2.1 Service/function specific

The objective is to define these requirements for each supported air traffic services or functions.
Being service/function specific will permit ANSP’s to tailor the surveillance system requirements in
accordance with its intended use (e.g. the services and functions it supports).

2.2.2 Environment independent

The objective of this specification is to define requirements that are as much as possible independent
of environment – applicable everywhere in Europe. Whereas the number of supported services and
functions is reasonable and they are well defined, the range of environments that can be met in
Europe is currently wide and it is difficult to classify objectively these different environments. Thus a
generic approach has been adopted.

2.2.3 Measurable

To be of use it is recognised that the requirements specified in this document can be easily
measurable and regularly monitored.
Section 4 specifies the conformity assement method for each specified requirement.

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2.2.4 Interoperability and seamless operation

This specification defines a level of performance (quality of service) that a surveillance system shall
provide to ensure both a defined minimum level of interoperability with neighbouring systems and for
the seamless operation of flights over all of Europe.
It is to be noted that this document does not address interoperability from a data format point of view.

2.2.5 Design flexibility

The objective is to define these requirements at a level which will allow as much design flexibility as
possible. For this reason the surveillance system performance requirements are defined end-to-end
(see Annex A - 2). The objective is to leave the maximum freedom to system designers in their
choices.

2.3 Role of this document within the surveillance system design process
The performance requirements detailed in this document are an initial input in the complex process of
designing a surveillance system.
The document contains requirements to cover generic scenarios for identified air traffic services.
These requirements should be supplemented by local criteria addressing particular features of the
local surveillance system environment and/or local business objectives. Such criteria may include, for
example:
• system capacity (business objectives)
• additional data items (e.g. Downlink Aircraft Parameters -DAP)
Surveillance systems have been developed and are used to improve ATM safety. However, infrequent
failures of its functions may contribute to ATM risk. A role of surveillance system safety assessment is
to analyse such failures, to verify that the potential contribution of surveillance system failures to ATM
risk remains within agreed limits and to define, if necessary, mitigations.
As an integral part of the design process, any surveillance system either being put in operation or
being modified, will be subject to a complete safety assessment process as required in [RD 28].
[AD1] also introduces mandatory requirements for a safety assessment to be conducted for existing
surveillance system.
The surveillance system mandatory performance requirements defined in this document can be used
as an input to local surveillance system safety assessment. For example, when using the
EUROCONTROL SAME (Safety Assessment Made Easier) framework ([RD 4]) these requirements
can be used as an input to the “Success approach”.

2.4 Choice of the category of surveillance system to deploy

A cooperative surveillance system, provided that all the aircraft to which the service is provided are
equipped in accordance with the local regulation, can support the full range of air traffic environment in
Europe, therefore wherever possible such category of system should be deployed. A safety
assessment demonstrating that the system (equipment, procedure and people) can support the
intended services and functions in its environment is nevertheless required.
A non-cooperative surveillance system may also be used, provided that the local traffic density is
compatible with the ATCO workload needed to “manually” establish and maintain the correlation of
aircraft horizontal position with the aircraft pressure altitude, the aircraft identity and the other
surveillance data items. The required safety assessment demonstrating that the system (equipment,
procedure and people) can support the intended services and functions in its environment shall take
into account this specific workload.

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An association of cooperative and non-cooperative surveillance systems may also be used to cope
with a mixed environment (equipped and non-equipped aircraft) provided that the non-cooperative
traffic density is compatible with the additional ATCO workload described above. The required safety
assessment demonstrating that the system (equipment, procedure and people) can support the
intended services and functions in its environment shall take into account this specific workload.
In that case, the two systems may be, plus or minus, integrated into a single system or may even be
operated as two independent systems providing two parallel data streams to the ATCO.
The following chapters define separate performance requirements for cooperative and non-
cooperative surveillance systems. The conformity assessment procedures describe how to separate
the assessment of cooperative and non-cooperative performance requirements in case of association
of the two categories of surveillance systems.
In summary, the choice of the category of surveillance system(s) to be deployed, cooperative, non-
cooperative or association of both, is the decision of the ANSP depending on the local environment
and constraints such as the percentage of transponder equipped aircraft, traffic density, airspace
structure and design, business objectives, etc. Therefore there are no generic criteria to define which
category of system needs to be deployed.

2.5 Performance metrics/indicators

In order to define the performance metrics/indicators, this document uses the International
Organization for Standardization (ISO) Quality of Service framework (see document [RD 23]). This
could allow a transition to a more structured required surveillance performance approach.
The ISO 13236 framework ([RD 23]) defines 8 generic quality of service characteristics, which are
then refined so as to reflect correctly the salient features of ATM surveillance systems:
• Time: time-related characteristics fall into two main groups: absolute timing and time
intervals between events, which can be specialised further in terms of transfer delays etc.
• Coherence: coherence-related characteristics correspond to the notion of having a
certain piece of information available over a certain area, which can be defined
geographically or as a logical abstraction (e.g. as the inter networked set of computers
over which a certain function is distributed). An important variant denoted as "temporal
consistency" introduced by ISO 13236 is to attach a maximum duration to the transient
state that exists when a piece of information is being updated over a certain area.
• Capacity: capacity-related characteristics represent the capability to provide a certain
number of units of service to the users.
• Integrity: integrity-related characteristics appreciate the influence of errors and
inaccuracies on the Quality of Service. In a narrow sense, "integrity" is traditionally
associated to error rate issues while "accuracy" is introduced to convey a notion of
precision. An important specialisation of integrity in this wider sense of "accuracy" is the
notion of "relevance", understood as the subjective degree of adequacy of the service to
its intended use.
• Safety: safety-related characteristics deal with the overall impact of the service on user
operations in terms of the potential risk entailed by its failures (whatever their nature:
human error, hardware breakdown, software bug, security breach/leak).
• Security: security-related characteristics address the issue of protecting the users of the
service against voluntary of involuntary interference by third parties.
• Reliability: reliability-related characteristics are used to assess the frequency and
duration of service failures. Important generic specialisations are "availability" and
"maintainability". In a narrow sense "reliability" denotes the failure rate/probability.
• Priority: priority-related characteristics address issues of precedence hierarchies among
users competing for the service.

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From the previous list the following quality of service characteristics have been selected and further
refined:
• Time is translated in processing delay for the data items that are forwarded from the
aircraft to the surveillance system user on the ground.
• Coherence is translated in the time consistency of the provided aircraft positions.
• Capacity is not retained because it depends on surveillance system environment and
cannot be defined generically.
• Integrity is further refined in three different performance characteristics: core errors,
correlated errors, spurious and large errors of data items.
• Safety and security are deliberately not addressed in this document, but must be
addressed separately.
• Reliability is further refined in availability and continuity of the data items and of the
complete surveillance system.
• Priority has not been retained because it was not found applicable to the current
applications addressed in this document.
For each data item and for the complete system, performance metrics will be chosen within the 7
columns corresponding to the different quality of service that have been considered in this document.
For each of the addressed application, a table (see example Table 1) will map for the provided data
items and for the system (rows), the specified performance requirements/metrics onto the retained
quality of service (columns).
Availability Continuity Integrity Time Coherence

Core Correlated Spurious

error error error

Data item 1 X X X X X - X

Data item 2 X X - - - X -

System X X - - - - -

Table 1: Example of mapping of performance metrics on quality of service characteristics

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3 PERFORMANCE REQUIREMENT SPECIFICATION FOR SURVEILLANCE

APPLICATIONS

3.1 3/5 NM horizontal separation operational services

This document considers two families of elementary services:
• horizontal distance-based separation with a minimum of 5 NM, it is called “5 NM horizontal
separation”.
• horizontal distance-based separation with a minimum of 3 NM, it is called “3 NM horizontal
separation”.
As aircraft separation has to be provided horizontally or vertically, these two families of elementary
service have to be considered in conjunction with vertical separation minima (VSM), i.e. 1000 ft or
2000 ft.
5 NM and 3 NM are the more generally applied horizontal separation minima as specified in ICAO
Document 4444 [RD 9] § 8.7.3.

3.2 3/5 NM horizontal separation application definitions

This version of the document covers 4 applications, corresponding to the combination of the two
selected elementary ATC services with the two categories of surveillance systems. They have been
chosen as the first to be addressed as they are deemed to correspond to the most commonly applied
applications using surveillance information in Europe.

Provided ATC service

5 NM horizontal 3 NM horizontal
separation separation

Category of Cooperative 5N_C 3N_C

surveillance system Non-cooperative 5N_N 3N_N

Table 2: Addressed application

3.3 3/5 NM horizontal separation operational performance assessment

(OPA) scenarios
In order to be independent of traffic density (see § 2.2.2) the performance requirements are based on
a set of elementary OPA scenarios that are derived from ICAO Document 4444 [RD 9].
These scenarios are expected to cover all the cases of operational separation between two aircraft.
The performance requirements figures specified in this document are based on these basic OPA
scenarios. In practice an air traffic controller will have to face a number of these scenarios, either
combined and/or duplicated, at the same time and/or within a short time frame, therefore increased
surveillance system performance may be needed to cope with the cumulated number of scenario
cases (e.g. due to traffic density).

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The following OPA scenarios have been defined for 3 NM and 5 NM horizontal separation:
• Crossing track scenarios (3 and 5 NM separation) see Volume 2 [RD 1] Appendix V - 1
and 2
• Same track scenario (3 and 5 NM separation) see Volume 2 [RD 1] Appendix V - 3 and 4
• Reciprocal track scenario (3 and 5 NM separation) see Volume 2 [RD 1] Appendix V - 5
and 6
• Vertical crossing track scenario (3 and 5 NM separation) see Volume 2 [RD 1] Appendix V
- 7 and 8
• Vertically separated track scenarion (3 and 5 NM separation) see Volume 2 [RD 1]
Appendix V - 9 and 10

3.4 Environment description and requirements for 3/5 NM horizontal

separation provided by ATCO using cooperative surveillance system
3.4.1 Environment description

This environment descrition together with the operational service is described in § 3.1 form the OSED
(Operational Service and Environment Description) for 3/5 NM separation provided by ATCO using
cooperative surveillance system.
A fundamental assumption of the OSED is that the operational service is provided to cooperative
aircraft that are fully compliant with the avionics requirements detailed in [AD1].These requirements
will be further detailed in a forthcoming EASA Certification Specification ACNS.
The local surveillance system safety assessment will therefore address instances in which the
aircraft’s avionics presents an anomaly as well as the possible intrusion of aircraft that are not
equipped in accordance with the requirements detailed in [AD1] and in the upcoming EASA
Certification Specification ACNS.
Any differences in local environments from that defined in this sub-section shall be accounted for in
accompanying analysis prior to local implementation.
The airspace classes in which separation services must be provided are described in Annex C - 4.1.
The airspace structure is further defined in Annex C - 4.2.

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3.4.2 Required data items

The following information elements are required from the cooperative surveillance system for the
provision of surveillance separation. This list does not include flight plan elements.
The following data items shall be provided by the cooperative surveillance system under the form of
message-structured and digitised information:
Positional data:
• Horizontal (2D) position;
• Time of applicability of horizontal position(for conformity assessment);
• Vertical position based upon pressure altitude received from the aircraft;
• Time of applicability of vertical position (for conformity assessment).
Operational identification data:
• Aircraft identity (ICAO Aircraft Identification and/or Mode 3/A code) reported by the
aircraft.
Supplementry indicators:
• Emergency indicator (General emergency, radio failure and unlawful interference);
• Special Position Identification (or Indicator) SPI.
Surveillance data status:
• Cooperative/non-cooperative/combined;
• Coasted/not coasted (position).
The provision of the above data items is compliant with Annex I § 1.1 and 1.2 of [AD1] when using a
cooperative surveillance system.
The following data items should be provided:
• Track velocity vector;
• Rate of climb/descent (this data item may be reduced to a trend).
These data items are further described in Annex C - 1.

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3.4.3 Mandatory and recommended performance requirements for 5 NM horizontal separation provided by ATCO using cooperative surveillance
system

Req. # Quality of service Mandatory performance Recommended performance Ref. / Conf.

Justif. method
5N_C-R1 Measurement interval for probability of update Less than or equal to 8 seconds Less than or equal to 6 seconds 2.1.1 4.2.1
assessments (R2, R7 and R14) 2.1.2
5N_C-R2 Probability of update of horizontal position Greater than or equal to 97% for 100% of the flights, any Greater than or equal to 97% for 100% of the 2.1.3 4.2.2.1
flight below 97% shall be investigated as defined in R22 flights, any flight below 97% shall be investigated 2.1.4
as defined in R22 and greater than or equal to
99 % global
5N_C-R3 Ratio of missed 3D position involved in long gaps Less than or equal to 0.5 % 2.1.5 4.2.3
(larger than 26.4 s = 3 x 8 s + 10%)
5N_C-R4 Horizontal position RMS error Less than or equal to 500 m global and less than 550 m for Less than or equal to 350 m global and less than 2.1.6 4.2.4
100% of the flights, any flight above 550 m shall be 385 m per flight 2.1.7
investigated as defined in R22
5N_C-R5 Ratio of target reports involved in series of at least Less than or equal to 0.03 % 2.1.9 4.2.5
3 consecutive correlated horizontal position errors
larger than 926 m - 0.5 NM
5N_C-R6 Relative time of applicability of horizontal position Less than or equal to 0.3 second RMS for 2.1.10 4.2.6
for aircraft in close proximity (less than 18520 m - relative data age
10 NM)
5N_C-R7 Probability of update of pressure altitude with Greater than or equal to 96 % global 2.1.11 4.2.2.2
correct value
5N_C-R8 Forwarded pressure altitude average data age (see Less than or equal to 4 seconds 2.1.12 4.2.7
Note 9 in § 3.4.5)
5N_C-R9 Forwarded pressure altitude maximum data age Any forwarded pressure altitude data item with an age 2.1.13 4.2.7
greater than or equal to 16 s shall be considered as not
available when assessing R3, R7, R8 and R10
5N_C-R10 Ratio of incorrect forwarded pressure altitude (see Less than or equal to 0.1 % 2.1.14 4.2.8
Note 9 in § 3.4.5)

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Req. # Quality of service Mandatory performance Recommended performance Ref. / Conf.

Justif. method
5N_C-R11 Pressure altitude unsigned error (see Note 9 in § Less than or equal to 200/300 ft in 99.9% of the cases for 2.1.15 4.2.9
3.4.5) stable flights and less than or equal to 300 ft in 98.5% of
the cases for climbing / descending flights
5N_C-R12 Delay of change in emergency indicator/SPI report Less than or equal to 12 s for 100% of the cases, case 2.1.16 4.2.10
above 12 s shall be investigated as defined in R22
5N_C-R13 Delay of change in aircraft identity Less than or equal to 24 s for 100% of the cases, case 2.1.17 4.2.11
above 24 s shall be investigated as defined in R22
5N_C-R14 Probability of update of aircraft identity with correct Greater than or equal to 98 % global Greater than or equal to 98 % per flight 2.1.18 4.2.2.2
value (see Note 10 in § 3.4.5) 2.1.19
5N_C-R15 Ratio of incorrect aircraft identity Less than or equal to 0.1 % 2.1.20 4.2.12
5N_C-R16 Rate of climb/descent RMS error Less than or equal to 250 ft/mn for stable flights 2.1.21 4.2.13
and less than or equal to 500 ft/mn for
climbing/descending flights
5N_C-R17 Track velocity RMS error Less than or equal to 4 m/s for straight line and 2.1.22 4.2.14
less than or equal to 8 m/s for turn
5N_C-R18 Track velocity angle RMS error Less than or equal to 10° for straight line and 2.1.22 4.2.14
less than or equal to 25° for turn
5N_C-R19 Density of uncorrelated false target reports Less than 10 false target reports per area of 900 2.1.23 4.2.15
NM2 and over a duration of 450 applicable
measurement intervals
5N_C-R20 Number per hour of falsely confirmed track close to Less than or equal to 2 non-coincident falsely 2.1.24 4.2.16
true tracks confirmed tracks per hour that are closer than
13000 m - 7 NM from true tracks
5N_C-R21 Continuity (probability of critical failure) Less than or equal to 2.5 10-5 per hour of 2.1.25 4.2.17
operation
5N_C-R22 Investigations Flights/cases for which requirements R2, R4, R12 or R13 NA
are not achieved shall be investigated and an impact
assessment conducted and appropriate risk
mitigation/reduction measures introduced if necessary.

Table 3: Cooperative surveillance system requirements for supporting 5 NM horizontal separation (5N_C)

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3.4.4 Mandatory and recommended performance requirements for 3 NM horizontal separation provided by ATCO using cooperative surveillance
system

Req. # Quality of service Mandatory performance Recommended performance Ref. / Conf.

Justif method
3N_C-R1 Measurement interval for probability of update Less than or equal to 5 seconds Less than or equal to 4 seconds 2.2.1 4.2.1
assessments (R2, R7 and R14) 2.2.2
3N_C-R2 Probability of update of horizontal position Greater than or equal to 97% for 100% of the flights, any Greater than or equal to 97% for 100% of the 2.2.3 4.2.2.1
flight below 97% shall be investigated as defined in R22 flights, any flight below 97% shall be 2.2.4
investigated as defined in R22 and greater than
or equal to 99 % global
3N_C-R3 Ratio of missed 3D position involved in long gaps Less than or equal to 0.5 % 2.2.5 4.2.3
(larger than 16.5 s = 3 x 5 s + 10%)
3N_C-R4 Horizontal position RMS error Less than or equal to 300 m global and less than 330 m Less than or equal to 210 m global and less 2.2.6 4.2.4
for 100% of the flights, any flight above 330 m shall be than 230 m per flight 2.2.7
investigated as defined in R22
3N_C-R5 Ratio of target reports involved in series of at least 3 Less than or equal to 0.03 % 2.2.9 4.2.5
consecutive correlated horizontal position errors
larger than 555 m - 0.3 NM
3N_C-R6 Relative time of applicability of horizontal position Less than or equal to 0.3 seconds RMS 2.2.10 4.2.6
for aircraft in close proximity (less than 11110 m - 6
NM)
3N_C-R7 Probability of update of pressure altitude with Greater than or equal to 96 % global 2.2.11 4.2.2.2
correct value
3N_C-R8 Forwarded pressure altitude average data age (see Less than or equal to 2.5 seconds 2.2.12 4.2.7
Note 9 in § 3.4.5)
3N_C-R9 Forwarded pressure altitude maximum data age Any forwarded pressure altitude data item with an age 2.2.13 4.2.7
greater than or equal to 16 s shall be considered as not
available when assessing R3, R7, R8 and R10
3N_C-R10 Ratio of incorrect forwarded pressure altitude (see Less than or equal to 0.1 % 2.2.14 4.2.8
Note 9 in § 3.4.5)

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Req. # Quality of service Mandatory performance Recommended performance Ref. / Conf.

Justif method
3N_C-R11 Pressure altitude unsigned error (see Note 9 in § Less than or equal to 200/300 ft in 99.9% of the cases for 2.2.15 4.2.9
3.4.5) stable flights and less than or equal to 300 ft in 98.5% of
the cases for climbing/descending flights
3N_C-R12 Delay of change in emergency indicator/SPI report Less than or equal to 7.5 s for 100% of the cases, case 2.2.16 4.2.10
above 7.5 s shall be investigated as defined in R22
3N_C-R13 Delay of change in aircraft identity Less than or equal to 15 s for 100% of the cases, case 2.2.17 4.2.11
above 15 s shall be investigated as defined in R22
3N_C-R14 Probability of update of aircraft identity with correct Greater than or equal to 98 % global Greater than 98% per flight 2.2.18 4.2.2.2
value (see Note 10 in § 3.4.5) 2.2.19
3N_C-R15 Ratio of incorrect aircraft identity Less than or equal to 0.1 % 2.2.20 4.2.12
3N_C-R16 Rate of climb/descent RMS error Less than or equal to 250 ft/mn for stable flights 2.2.21 4.2.13
and less than or equal to 500 ft/mn for
climbing/descending flights
3N_C-R17 Track velocity RMS error Less than or equal to 4 m/s for straight line and 2.2.22 4.2.14
less than or equal to 8 m/s for turn
3N_C-R18 Track velocity angle RMS error Less than or equal to 10° for straight line and 2.2.22 4.2.14
less than or equal to 25° for turn
3N_C-R19 Density of uncorrelated false target reports Less than or equal to 2 false target reports per 2.2.23 4.2.15
area of 100 NM2 and over a duration of 720
applicable measurement intervals
3N_C-R20 Number per hour of falsely confirmed track close to Less than or equal to 1 falsely confirmed track 2.2.24 4.2.16
true tracks per hour that are closer than 16700 m - 9 NM
from true tracks
3N_C-R21 Continuity (probability of critical failure) Less than or equal to 2.5 10-5 per hour of 2.2.25 4.2.17
operation
3N_C-R22 Investigations Flights/cases for which requirements R2, R4, R12 or R13 NA
are not achieved shall be investigated and an impact
assessment conducted and appropriate risk
mitigation/reduction measures introduced if necessary.

Table 4: Cooperative surveillance system requirements for supporting 3 NM horizontal separation (3N_C)

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These performance requirements are mainly derived from the experience gained in Europe over the
last decades on the basis of radar technology.
In addition some specific studies have been undertaken to further refine performance requirement
specifications when necessary.
The following conventions are applied in Table 3 and Table 4:
• Mandatory performance requirements are in bold font
• Recommended performance requirements are in normal font
th
The 5 column “Ref./Justif.” provides the corresponding paragraph of Volume 2 [RD 1] Appendix II
where further references and justifications can be found.
Volume 2 [RD 1] Appendix II provides links between the requirements specified in this document and
requirements specified in similar documents, in particular the EUROCONTROL Standard Document
for Radar Surveillance in En-route Airspace and Major Terminal Areas ([RD 2]) and the ADS-B
specifications developed by the ADS-B Requirement Focus Group ([RD 14], [RD 15]).
Volume 2 [RD 1] Appendix II also provides links with study reports that have produced to support the
development of this document and to decisions of the Surveillance Standard Task Force (SSTF) who
is the group in charge of the writing of this document.
The last column “Conf. method” provides the corresponding sub-section of section 4 Conformity
assessment.

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3.4.5 Mapping of performance metrics on quality of service characteristics

A mapping of the performance requirements detailed in Table 3 and Table 4 on the quality of services
described in sub-section 2.5 is provided in Table 5 below and additional justifications are provided in
Volume 2 [RD 1] Appendix I. A cell populated by a “-“ indicates that it was considered not necessary to
define corresponding detailed requirements.
Availability Continuity Integrity Time Coherence

Core Correlated Spurious

error error error

Horizontal
R1-R2 R3 R4 R5 & R20 R19 Note 1 R6
position

R11 &
Pressure altitude R1-R7 R3 Note 2 R10 R8 & R9 Note 3
R7

SPI/Emergency
Note 4 R12 -
indicator

Aircraft identity R1-R14 - R14 - R15 R13 -

Rate of
Note 5 Note 6 R16 Note 7 Note 1 -
climb/descent

R17 &
Track velocity Note 5 Note 6 Note 7 Note 1 -
R18

System Note 8 R21 - - - - -

Table 5: Mapping of performance metrics on quality of service characteristics for 5N_C and
3N_C applications
Note 1: Impact of information latency is taken into account within error calculation method.
Note 2: Pressure altitude correlated error due to ground surveillance system is assumed to be
addressed by R10. Pressure altitude correlated error due to the airborne system cannot be assessed
by a ground surveillance system. It has to be assessed by specific systems like the Height Monitoring
Unit’s (HMU) deployed in the frame of RVSM monitoring.
Note 3: Time consistency of pressure altitude data item is partly addressed through R8 and R9.
Note 4: Data items are checked procedurally by ATCO (SPI is requested by ATCO, if it does not
appear the ATCO will check with the pilot – in case of emergency indicator the ATCO will call the pilot
for further information).
Note 5: Requirements are to be defined locally when these data items are provided and used.
Note 6: Because of the way these data items are calculated (by a tracker), once started they will
continue to be provided, so continuity is 100% by design.

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Note 7: No specific requirement when supporting 3 or 5 NM horizontal separation, requirement likely

to be needed when supporting safety nets.
Note 8: System requirement is to be defined locally.
Note 9: The performance of the pressure altitude data item can be specified in two ways. These
depend upon whether the pressure altitude is calculated by the ground based components of the
surveillance system or if the value of the data-item was declared by the aircraft and forwarded,
unchanged, by the ground based components of the surveillance system.
If the pressure altitude data-item is calculated by the ground based components of the surveillance
system then requirement R11 applies.
If the value of the data-item was declared by the aircraft and forwarded by the ground based
components of the surveillance system then either requirement R11 applies or the 2 requirements R8
and R10 can be applied.
Note 10: The requirement on the probability of update of the aircraft identity data item is a requirement
on the provision of the correct data item at the output of the system and does not require the
systematic extraction of that data item at each measurement interval.

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3.5 Environment description and requirements for 3/5 NM horizontal

separation provided by ATCO using non-cooperative surveillance
system
3.5.1 Environment description

This environment descrition together with the operational service is described in § 3.1 form the OSED
(Operational Service and Environment Description) for 3/5 NM separation provided by ATCO using
non-cooperative surveillance system.
The operational service can be provided to all aircraft provided they have the minimum physical
characteristics (e.g. Radar Cross Section) that need to be locally defined in accordance with the
specifications of the non cooperative surveillance system. The presence and the possible proximity of
aircraft not meeting these minimum physical characteristics shall be taken into account in the
surveillance system safety assessment.
When a non-cooperative surveillance system is used in stand-alone the traffic environment is
assumed to be low density. The local surveillance system safety assessment will define the limit in
terms of quantity of traffic that can be managed with a non–cooperative surveillance system. This is
locally defined taking into account the complexity of the airspace and the complexity of the
environment.

3.5.2 Required data items for 3/5 NM horizontal separation provided by ATCO using non-
cooperative surveillance system

The following information elements are required from the surveillance system for the provision of
surveillance separation. This list does not include flight plan elements.
The following data items shall be provided by the surveillance system under the form of message-
structured and digitised information 2:
Positional data:
• Horizontal position (2D).
Surveillance data status:
• Coasted/not coasted;
• Time of applicability (for conformity assessment).
The provision of the above data items is compliant with Annex I § 1.1 of [AD1] when using a non-
cooperative surveillance system.
The following data item should be provided:
• Track velocity vector.
These data items are further described in Annex C - 1.

2 Although excluded for supporting separation application, analogue or digitised video can be presented to ATCO as mitigation
and/or as a confidence re-enforcement.

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3.5.3 Mandatory and recommended performance requirements for 5 NM horizontal separation provided by ATCO using non-cooperative surveillance
system

Req. # Quality of service Mandatory performance Recommended performance Ref. / Conf.

Justif. method

5N_N-R1 Measurement interval for probability of update Less than or equal to 8 seconds Less than or equal to 6 seconds 2.1.1 4.2.1
assessment (R2) 2.1.2

5N_N-R2 Probability of update of horizontal position in Greater than 90 % global Greater than or equal to 97 % for 100% of the flights, any 2.1.3 4.2.2.1
accordance with selected measurement interval flight below 97% shall be investigated as defined in R10 2.1.4

5N_N-R3 Ratio of missed horizontal position involved in long Less than or equal to 0.5 % 2.1.4 4.2.3
gaps (larger than 26.4 s = 3 x 8s + 10%)

5N_N-R4 Horizontal position RMS error Less than or equal to 500 m Less than or equal to 350 m global 2.1.5 4.2.4
global 2.1.6

5N_N-R5 Ratio of target reports involved in series of at least 3 Less than or equal to 0.03 % 2.1.7 4.2.5
consecutive horizontal position correlated errors larger
than 926 m - 0.5 NM

5N_N-R6 Relative time of applicability of horizontal position for Less than or equal to 0.3 second RMS for relative data age 2.1.9 4.2.6
aircraft in close proximity (less than 18520 m – 10 NM)

5N_N-R7 Track velocity RMS error Less than or equal to 4 m/s for straight line and less than or 2.1.22 4.2.14
equal to 8 m/s for turn

5N_N-R8 Track velocity angle RMS error Less than or equal to 10° for straight line and less than or 2.1.22 4.2.14
equal to 25° for turn

5N_N-R9 Continuity (probability of critical failure) Less than or equal to 2.5 10-5 per hour of operation 2.1.25 4.2.17

5N_N-R10 Investigations Flights for which requirement R2 is not achieved shall be NA

investigated and an impact assessment conducted and
appropriate risk mitigation/reduction measures introduced if
necessary.

Table 6: Non-cooperative surveillance system requirements for supporting 5 NM horizontal separation (5N_N)

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3.5.4 Mandatory and recommended performance requirements for 3 NM horizontal separation provided by ATCO using non-cooperative surveillance
system

Req. # Quality of service Mandatory performance Recommended performance Ref. / Conf.

Justif method

3N_N-R1 Measurement interval for probability of update Less than or equal to 5 seconds Less than or equal to 4 seconds 2.2.1 4.2.1
assessment (R2) 2.2.2

3N_N-R2 Probability of update of horizontal position in Greater than 90 % global Greater than or equal to 97 % for 100% of the flights, any 2.2.3 4.2.2.1
accordance with selected measurement interval flight below 97% shall be investigated as defined in R10 2.2.4

3N_N-R3 Ratio of missed horizontal position involved in long Less than or equal to 0.5 % 2.2.4 4.2.3
gaps (larger than 16.5 s = 3 x 5 s + 10%)

3N_N-R4 Horizontal position RMS error Less than or equal to 300 m Less than or equal to 210 m global 2.2.5 4.2.4
global 2.2.6

3N_N-R5 Ratio of target reports involved in series of at least 3 Less than or equal to 0.03 % 2.2.7 4.2.5
consecutive horizontal position correlated errors larger
than 555 m - 0.3 NM

3N_N-R6 Relative time of applicability of horizontal position for Less than or equal to 0.3 seconds RMS 2.2.9 4.2.6
aircraft in close proximity (less than 11110 m - 6 NM)

3N_N-R7 Track velocity RMS error Less than or equal to 4 m/s for straight line and less than or 2.2.22 4.2.14
equal to 8 m/s for turn

3N_N-R8 Track velocity angle RMS error Less than or equal to 10° for straight line and less than or 2.2.22 4.2.14
equal to 25° for turn

3N_N-R9 Continuity (probability of critical failure) Less than or equal to 2.5 10-5 per hour of operation 2.2.25 4.2.17

3N_N-R10 Investigations Flights for which requirement R2 is not achieved shall be NA

investigated and an impact assessment conducted and
appropriate risk mitigation/reduction measures introduced if
necessary.

Table 7: Non-cooperative surveillance system requirements for supporting 3 NM horizontal separation (3N_N)

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These performance requirements are identical to the performance requirements specified for a
cooperative surveillance system but are adapted to take account for the non-provided data items.
The following conventions are applied in Table 6 and Table 7:
• Mandatory performance requirements are in bold font
• Recommended performance requirements are in normal font
th
The 5 column “Ref./Justif.” provides the corresponding paragraph of Volume 2 [RD 1] Appendix II
where further references and justifications can be found.
Volume 2 [RD 1] Appendix II provides links between the requirements specified in this document and
requirements specified in similar documents, in particular the EUROCONTROL Standard Document
for Radar Surveillance in En-route Airspace and Major Terminal Areas ([RD 2]).
Volume 2 [RD 1] Appendix II also provides links with study reports that have been produced to support
both the development of this document and the decisions of the Surveillance Standard Task Force
(SSTF), the group responsible for the drafting of this document.
The last column “Conf. method” provides the corresponding sub-section of section 4 Conformity
assessment.

3.5.5 Mapping of performance requirements to quality of service

A mapping of the performance requirements detailed in Table 6 and Table 7 on the quality of services
described in sub-section 2.5 is provided in Table 8 below and additional justifications are provided in
Volume 2 [RD 1] Appendix I. A cell populated by a “-“ indicates that it was considered not necessary to
define corresponding detailed requirements.
Availability Continuity Integrity Time Coherence

Core error Correlated Spurious

error error

Horizontal
R1/R2 R3 R4 R5 Note 1 Note 2 R6
position

Track velocity Note 3 Note 4 R7 & R8 Note 5 Note 2 -

System Note 3 R9 - - - - -

Table 8: Mapping of performance metrics on quality of service characteristics

Note 1: There is not yet an agreed criterion for horizontal position outliers in case of non cooperative
system.
Note 2: Impact of information latency is taken into account within horizontal position error calculation
method.
Note 3: Requirements are to be defined locally when this data item is provided and used.
Note 4: Because of the way this data item is calculated (by a tracker), once started it will continue to
be provided, so continuity is 100% by design.
Note 5: No specific requirement when supporting 3 or 5 NM horizontal separation, requirement likely
to be needed when supporting safety nets.

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Note 6: In principle the required probability of update of horizontal position should be the same for
cooperative and non-cooperative surveillance systems. However, because the probability of update of
horizontal position of non-cooperative surveillance sytems is a performance characteristic which
depends on the environment conditions, it is only recommended to apply the same performance
specification for non-cooperative surveillance system as for cooperative one’s. As a matter of
consistency, 90 % is being required as it is the usual required value for primary surveillance radars
since 1997. In any case this performance characteristic will have to be confirmed by the system safety
assessment.

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4 CONFORMITY ASSESSMENT

4.1 Generalities
4.1.1 Conformity assessment approaches

The conformity assessment of surveillance systems can be undertaken on the basis of one or more of
the five following approaches and in accordance with its associated priority:
• Opportunity traffic (priority 1),
• Flight trials (priority 2),
• Proof offered through system design files or by system design assurance (priority 3),
• Test transponder (priority 3),
• Injected test target (priority 3).
The priorities have been allocated on the basis of the operational relevance of each approach. The
approach based on opportunity traffic has priority 1 as it is fully representative of the operational traffic
and of the operational environment. The remaining 3 approaches are rather partially representative of
the operational traffic and operational environment and have the lowest priority.
The conformity assessment of a surveillance system against the cooperative surveillance performance
requirements shall be performed on the basis of cooperative and, if provided, combined target reports
delivered by the system.
The conformity assessment of a surveillance system against the non-cooperative surveillance
performance requirements shall be performed on the basis of non-cooperative target reports delivered
by the system except for requirements R2 & R3 for which combined target reports, if provided, shall
also be taken into account.
It is to be noted that a statistical measurement uncertainty may be generated if a low number of data
samples are used when performing the assessment of an individual aircraft. The application of an
additional measurement margin or concession may be required to address such an eventuality.

4.1.2 Conformity assessment volume

The conformity assessment measurements shall be performed within the volume of airspace where
the corresponding application/service is supported/provided and limited to the aircraft to which the
separation service is provided (see Annex C - 4.1 for the identification of these aircraft with respect
to airspace classes). This set of aircraft target reports is called the Conformity Assessment Volume
(CAV).
A target report is belonging to the CAV and is to be assessed if its reference flight trajectory 3D
position is located in the CAV.
A false target report is belonging to the CAV and is to be assessed if its 3D position is located in the
CAV or if there is no pressure altitude data item if the horizontal position is located in the largest
horizontal footprint of the CAV.
Some aircraft target reports, although located within the CAV, may be excluded from the conformity
assessment process:
• Aircraft to which the corresponding service is not provided based on individual aircraft or
on specific temporary area (e.g. military exercise).
• Aircraft whose avionics exhibit a functional anomaly (with respect to applicable
regulations), when assessing a cooperative surveillance system and if anomaly is
confirmed by data analysis.

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The aircraft to which the service is provided (IFR or VFR) can be identified taking into account the
class of the airspace (see Annex C - 4.1 and Figure 17).
For example, when analyzing the performance to support the 3/5NM separation service, aircraft not
expected to be in the controlled airspace (e.g. intruding non-equipped VFR) may be excluded of the
conformity assessment process. The detection of intrusion within the controlled airspace is a separate
application requiring a different level of performance.
Aircraft whose avionics exhibit a functional anomaly shall be analysed separately to verify that the
assumptions of the system safety assessment remain valid. Such cases and their consequences
(assessed or assumed) on the performance of the surveillance system shall be reported to the local
safety monitoring process. Additionally, as foreseen in [AD1] Article 4(4), ANSP will inform aircraft
operators of any aircraft whose avionics exhibit a confirmed functional anomaly. Similar requirements
are placed upon the aircraft operator to investigate and resolve anomalies identified in this manner.
In case of association of cooperative and non-cooperative surveillance systems to support the service,
the cooperative and non-cooperative surveillance performance may be assessed in different CAV’s.

4.1.3 Conformity assessment datasets

Assuming an assessment is made periodically (as opposed to continuously) using opportunity traffic
data, the performance requirements should be assessed on the basis of opportunity traffic datasets
containing at least 50.000 position reports from the system under assessment obtained from flight
trajectories for which the system has provided target reports during at least 50 measurement intervals.

4.1.4 Conformity assessment periodicity

The assessment shall be made periodically on each ground surveillance system and after each
system or environment modification that may have an impact on its performance characteristics.
The periodicity of the conformity assessment is to be defined depending on the system design and the
type of technology used.
When assessing the surveillance system performance on the basis of opportunity traffic, the system is
only evaluated where there are flights. If airspace design modifications are to be implemented, a study
will have to be undertaken to check that the system will still meet the required performance with the
new traffic and specific flight trials may be needed.

4.1.5 Conformity assessment measurement point

The performance shall be assessed at the point where surveillance data is used to provide the service
(e.g. 3 or 5 NM horizontal separation).
In practice, performance shall be measured at a point where surveillance data can be recorded in a
digitised way and which is as close as possible to where the service is delivered.
If a data processing stage is located in between that recording point and the point where the service is
delivered, an analysis shall be performed to determine the contribution of this processing stage to the
surveillance system end-to-end performance.
Should the provider of the 3/5 NM horizontal separation not be the provider of the surveillance data
used to support the service, it is up to the separation service provider to derive the performance of the
provided surveillance data, in order to meet the requirements described in this document and provided
that he has chosen to apply the present specification.

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4.1.6 Definitions

4.1.6.1 Valid data item

A valid data item means that the data item (e.g. horizontal position or pressure altitude) is provided to
the user and can be used by the ATCO to perform the application. It could be that specially tagged
data items (e.g. a coasted horizontal position) may not be allowed to be used to maintain separation,
in which case the data item is considered as not “valid“, although it has been delivered by the
surveillance system.
The precise criteria, for deciding whether a data item is valid or not, are assumed to be defined locally
in accordance with the local procedures. These criteria are not to be confused with the “validity bit”
that can be included in Asterix data items, although these criteria may be based on that piece of
information. These criteria have to be based on pieces of information included in the target report
provided by the surveillance system.

4.1.6.2 Outlier criteria

The horizontal position outlier criteria for cooperative surveillance are:
• horizontal position error greater than 2100 m for 5 NM separation service.
• horizontal position error greater than 1690 m for 3 NM separation service.
Further justifications on the definition of these thresholds are provided in Volume 2 [RD 1] Appendix II
- 2.1.8 and 2.2.8.
As there is no definition of non-cooperative false target reports there are no horizontal position outlier
criteria for non-cooperative surveillance.

4.1.6.3 False target reports

A false target report is a target report that does not correspond to the position of a true aircraft (no
corresponding reference aircraft trajectory at this position and at that time) and that contains at least
the following data items:
• Horizontal position,
• Time of applicability,
• Aircraft identity (Mode A or Aircraft Identification) for cooperative target reports only.
Although cooperative outlier target reports meeting the criteria defined in § 4.1.6.2 have been
associated to a reference trajectory, they are also considered as false target reports because the
distance between the outlier target report and the reference trajectory is too large.
At this stage, the mechanisms (e.g. reflection) providing the false target information are not
addressed. It is to be noted that false target reports are not necessarily duplicate target reports. It may
happen that, in case of reflections, the aircraft is not in radar line of sight whereas the reflected path is
free of obstacle.

4.1.7 Specific events to be investigated

In addition to investigations required in R22, it is recommended to investigate the following cases in

order to determine the causes and to apply corrective and/or risk reduction measures if necessary:
• horizontal position error above the outlier criteria,
• pressure altitude data item with a data age greater than the threshold defined in R9,
• flight with abnormal rate of incorrect pressure altitude,
• falsely confirmed track close to true traffic.

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4.2 Conformity assessment procedures and criteria

The following sections detail for each performance indicator how it shall be calculated.
For the conformity assessment procedures and criteria described in § 4.2.2 to 4.2.14, the population of
target reports to be assessed shall only consider:
• target reports that belong the CAV as defined in § 4.1.2;
• data items that are valid as defined in § 4.1.6.1; therefore non valid data items will be
considered as being not available.
For the conformity assessment procedures and criteria described in § 4.2.2 to 4.2.14, the population of
target reports to be assessed shall not consider the false target reports as defined in § 4.1.6.3.
For the conformity assessment procedures and criteria described in § 4.2.15 and 4.2.16, the
population of target reports to be assessed shall only consider respectively the false target reports
belonging to the CAV and as defined in § 4.1.6.3.
Note on the assessment of the quality of pressure altitude data item
Two alternative requirement approaches are defined to address the performance of pressure altitude
data item.
Within the first approach, which is only applicable to forwarded pressure altitude, the integrity and the
latency of the pressure altitude are assessed independently (see § 4.2.7 & 4.2.8).
Within the second approach, which is applicable to both forwarded and calculated pressure altitude,
the accuracy of the pressure altitude is assessed, which combines in a single performance indicator,
both the error due to integrity issue and the error due to latency (see § 4.2.9).

4.2.1 Measurement interval

The measurement interval is a parameter that is used to assess the probability of update of data
items.
The surveillance system applicable measurement interval will be used to assess the probability of
update of horizontal position, pressure altitude and aircraft identity data items (§ 4.2.2).

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4.2.2 Data item(s) probability of update

4.2.2.1 Horizontal position probability of update

Method
In order to verify that a surveillance system achieves the required probability of update (PU) of
horizontal position in accordance with the applicable measurement interval (MI), the following
measurement procedure shall be applied:
• Consider one flight reconstructed trajectory.
• Subdivide reconstructed trajectory into portions of time frames of length MI.
• Consider the trajectory portions that are entirely located within the CAV and count them
(N T ).
• Count the number of these portions in which there is at least one horizontal position data
item (N R ).
• Calculate the probability of update for a given flight (PU) as the ratio N R / N T (see
Equation 1) if N T is greater than or equal to 100.
• Or calculate the probability of update for a given flight (PU) in accordance with Equation 2)
if N T is smaller than 100.
• Calculate the global probability of update (PU) as in Equation 3 where n is the number of
flights.

NR
PU = Equation 1
NT
NT − N R
PU = 1 − Equation 2
100
∑ NR
PU = n
Equation 3
∑N
n
T

Target report
Target report with incorrect
with correct pressure
pressure altitude/
altitude/aircraft aircraft
identity (NC) identity (NI)
Target report with pressure
altitude/aircraft identity (NV)

Target report without pressure

altitude/aircraft identity

Target report with horizontal position

(NR)

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Figure 2: Numbers of target reports used for the calculation of PUC and the ratios of incorrect
pressure altitude / aircraft identity
Figure 2 above illustrates the different numbers (N X ) that are used for the calculation of PUC and the
calculation of the ratio of incorrect pressure altitude (§ 4.2.8) and the ratio of incorrect aircraft identity
(§ 4.2.12).

Aircraft trajectory

TP 4

Limit of the airspace where the application is provided

TP 3

TP 2

Target report
TP 1 with horizontal position and
with pressure altitude

Target report
Aircraft trajectory with horizontal position and
without valid pressure altitude

Missed target report

(no valid horizontal position and
no valid pressure altitude)

Figure 3: Illustration of horizontal position probability of update calculation

In the example provided in Figure 3 above and assuming that for the remaining of the flight there is at
least one horizontal position data item in each of the other MIs and a total of 70 MIs then N T = 70 and
N R = 69, therefore PU = 99% for that flight for the horizontal position.
Assuming there are 120 MIs for that flight then N T = 120 and N R = 119 and PU = 119/120 = 99,2 %.

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Notes
This method does not allow the detection of small areas where there is no detection or a lack of
detection. This issue could be addressed with a requirement for cellular calculation of update
probability.
In order to make a calculation of the PU that is the least sensitive to the possible variations of the
actual measurement interval between consecutive target reports, it is recommended to ensure that the
first target report is time-located in the middle of the first MI, as shown in Figure 3.

4.2.2.2 Correct data item probability of update

Method
In order to verify that a surveillance system achieves the required probability of update of correct
(PUC) data items (pressure altitude or aircraft identity) in accordance with the surveillance system
applicable measurement interval (MI), the following measurement procedure shall be applied:
• Consider one aircraft reconstructed trajectory.
• Subdivide reconstructed trajectory into portions of time frames of length MI (as in
§ 4.2.2.1).
• Count the number of these portions in which there is at least one horizontal position data
item (N R ).
• Count the number of these portions in which there is at least one correct 3 data item (N C ).
If the data item is not present it is to be considered incorrect.
• Calculate the probability of update for a given flight (PUC) as the ratio N C / N R (see
Equation 4) if N R is greater than or equal to 100.
• Or calculate the probability of update for a given flight (PUC) in accordance with Equation
5) if N R is smaller than 100.
• Calculate the global probability of update of correct data item (PUC) as in Equation 6
where n is the number of flights.

NC
PUC = Equation 4
NR
N − NC
PUC = 1 − R Equation 5
100
∑n N C
PUC = Equation 6
∑ NR n

3 Correctness criteria for pressure altitude and aircraft identity are respectively defined in § 4.2.8 and § 4.2.12.

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TP 4
Limit of the airspace where the application is provided

TP 3

TP 2

Target report
TP 1 with horizontal position and
with correct pressure altitude
Aircraft trajectory
Target report
with valid horizontal position and
With incorrect pressure altitude

Target report
with horizontal position and
without valid pressure altitude

Missed target report

(no valid horizontal position and no
valid pressure altitude)

Figure 4: Illustration of calculation of probability of update of correct pressure altitude

In the example provided in Figure 4 above and assuming that for the remainder of the flight there is at
least one pressure altitude data item in each of the other MIs and a total of 70 MIs then N T = 70, N R =
69 and N C = 67, therefore PUC = 98% for that flight for the pressure altitude.
Assuming there are 120 MIs for that flight then N T = 120 and N R = 119, Nc = 117 and
PUC = 117/119 = 98,3%.

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Notes
The requirement on the probability of update of the aircraft identity data item is a requirement on the
provision of correct information at the output of the system and does not require the extraction from
the aircraft at each measurement interval. The rate of incorrect and the processing delay of these two
data items are assessed through other requirements (see § 4.2.7, 4.2.8, 4.2.11 and 4.2.12).
In order to make a calculation of the PUC that is as less sensitive as possible to the possible
variations of the actual measurement interval between consecutive target reports it is recommended to
ensure that the first target report is time-located in the middle of the first MI, as shown on Figure 4.

4.2.3 Ratio of missed 3D/2D position involved in long gaps

A gap is a portion of aircraft reference trajectory between 2 consecutive target report updates
including full update of the position (i.e. with horizontal position and pressure altitude for cooperative
surveillance system and with horizontal position for non-cooperative surveillance system). The size of
the gap is the time difference between these two target report updates. If the gap is partially located
outside the CAV, it shall not be taken into account.

Missed target report

Gap
Aircraft trajectory

Target report
with horizontal position
and
without pressure altitude

Target report
with horizontal position and
with pressure altitude

Figure 5: Illustration of gap for cooperative system

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Method
Determine the gaps of a size (G S ) larger than 3 times the maximum measurement interval (8 s for 5
NM separation, 5 s for 3 NM separation) + 10% (i.e. long gap).
Count the number (N G ) of MIs (as determined in § 4.2.2.1) fully included in these gaps.
Calculate N A as the sum of all the N T calculated for the update probability.
N A = ∑ NT Equation 7
n

Calculate the long gap ratio as R G in accordance with Equation 8 where n is the number of flights and
g the number of long gaps.

∑N G

RG = Equation 8
g

NA
This ratio does not depend on the applicable measurement interval of the system both N G and N A are
proportional to 1/MI.

4.2.4 RMS error of the horizontal position

The error on the provided horizontal position is the 2D Euclidian distance between the horizontal
position provided by the surveillance system and the reference horizontal position of the
corresponding aircraft at the time when the updated position was output/delivered (see Figure 6
below). This error takes into account any uncompensated latency between the time of applicability of
the provided horizontal position and the time when the horizontal position was delivered to another
system.

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Position error
at T5
Target reports
with horizontal position
delivered
at T1, T2, T3, T4, T5

Position error
at T4

Aircraft trajectory

Position error
at T2
Position error
at T3

Reference positions of
target
at T1, T2, T3, T4, T5

Position error
at T1

Figure 6: Horizontal position error assessment

Note
The horizontal position error shall be calculated in accordance with the coordinate system in which the
horizontal position is displayed to the ATCO. Should this calculation not be practically possible, an
additional error budget should be taken into account when assessing this performance characteristic.
Method
The horizontal position error shall be calculated for each target report, then the RMS shall be
calculated for all target reports corresponding to the same flight and/or for all target reports globally.
The Equation 9 below provides the definition of the RMS value of n samples E i , in our case the
horizontal position errors.

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∑E i
2
Equation 9
RMS = 1

4.2.5 Ratio of correlated horizontal position errors

The horizontal position error shall be calculated as specified in § 4.2.4 above.

A correlated position error is a series of at least 3 consecutive horizontal positions showing errors in
the same direction and above the specified threshold.
For the specific purpose of this conformity assessment method, any missed or false target report will
be considered to present the same horizontal position error as the previous target report with
horizontal position from the same flight, provided it is followed by a target report with a horizontal
position (i.e. lack of detections at the end of a flight will not be taken into account).
Method
Each horizontal position error vector shall be decomposed in an along (i.e. along the reference ground
speed vector) position error component and an across (i.e. perpendicular to the reference ground
speed vector) position error component.

Horizontal position
along error
component
s
axi
ss
cro

Reference trajectory
A

horizontal position xis Horizontal position

nga
Alo
error as calculated
according to § 5.2.4

Delivered horizontal
position
Aircrat reference trajectory

Horizontal position
across error
component

Figure 7: Illustration of horizontal position error components

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Four (4) main directions shall be considered: positive across error, negative across error, positive
along error, negative along error.
Identify sets of at least 3 consecutive errors in the same main direction greater than the specified
value. Count the number of target reports involved in such scenario and divide it by the total number of
target reports.
Note
As this kind of event may be relatively rare, it could be difficult to collect a reasonable number of
samples in dataset of opportunity traffic so as to get a reliable statistical figure.

4.2.6 RMS value of the relative time of applicability of target reports in close proximity

The time to be considered is the time of applicability (e.g. the time data item of the Asterix message).
Method
Identify pair of target reports that are close in horizontal position (less than 18520/11110 m – 10/6 NM
horizontally for respectively 5/3 NM horizontal separation service) and close in time (less than half the
applicable measurement interval).
For each pair calculate the unsigned difference between times of applicability of the two target reports.
Then calculate the RMS (see Equation 9) of these values.
Note
In case of rotating surveillance system the population may be limited to discard target reports located
near the rotation axis.

4.2.7 Average and maximum data age of forwarded pressure altitude

Method
The age of forwarded pressure altitude shall be the time difference between when it was output and
when it was time stamped by the receiving sensor (it is assumed that in the case of the pressure
altitude data item, the airborne latency and the transmission latency are negligible).
In case of a single sensor system, the age is the difference between the time of output and the
pressure altitude time of applicability reported within the sensor target report.
In the case of a tracker, this age shall be derived from the time of output and from information
provided by the tracker (e.g. MFL sub-field of data item I062/295 “Track Data Ages” and “Time of
Track Information” data item I062/070 of Asterix category 062 for system track data ([RD 5])).

4.2.8 Ratio of incorrect forwarded pressure altitude

Definitions
To determine the correctness of the forwarded pressure altitude, the value at the output of the
surveillance system shall be compared with the reference value.
This reference value is the altitude of the reference trajectory sampled at the time the target report
was output, minus the pressure altitude data age (as defined in § 4.2.7).
The tolerance being +/- 200 ft for aircraft reference position located in airspace where VSM = 1000 ft
and +/- 300 ft for aircraft reference position located in airspace where VSM = 2000 ft.
Method
The percentage incorrect pressure altitude shall be calculated as the ratio R I between the number N I
of target reports including an incorrect (see definitions above) pressure altitude and the total number
of target reports including a pressure altitude N V .

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NI
RI = Equation 10
NV
Figure 2 illustrates the numbers used for the calculation of this indicator.
Notes
In case it is not possible to calculate pressure altitude date age, it will not be possible to perform the
assessment of pressure altitude correctness.
The assessment of the correctness of pressure altitude does not take into account the time needed to
process the information (i.e. its latency or data age); pressure altitude data age is assessed in
accordance with a specific performance characteristic (see § 4.2.7 above).
Therefore this method does not apply to extrapolated/calculated pressure altitude. Should an
extrapolated/calculated pressure altitude be provided, the requirement detailed in § 4.2.9 shall be
verified.

4.2.9 Unsigned error of pressure altitude

Definitions
This assessment can be performed for whatever type of pressure altitude (e.g. forwarded or
calculated).
The error of pressure altitude shall be calculated in accordance with the principle applicable for
horizontal position error (see 4.2.4 above).
Method
Unsigned pressure altitude error = |Output pressure altitude – Reference trajectory pressure altitude at
the time it was output|
The percentage of cases within the containment value shall be calculated separately for stable flights
and for climbing/descending flights.
Stable flight means when reference trajectory climbing/descending speed that is lower than or equal to
300 ft/mn.
Climbing/descending flight means when reference trajectory climbing/descending speed that is greater
than or equal to 200 ft/mn and is lower than or equal to 8000 ft/mn.
Note
There is some overlapping of target reports between stable flights and climbing/descending flights.
This is deliberate because trajectory reconstruction of transition between stable and
climbing/descending flights may be difficult; in any case the number of target reports belonging to the
overlapping area is in general very small and would not influence the measurements.

4.2.10 Delay of change in emergency indicator / SPI report

Method
The delay of forwarded emergency indicator / SPI report shall be calculated as the difference between
the time when the new information is present at the output of the surveillance system and the time
when the emergency indicator / SPI report has been reported for the first time by one of the ground
sensors.

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4.2.11 Delay of change in aircraft identity

Method
The delay of change in aircraft identity shall be calculated as the difference between the time when the
new aircraft identity data item is present at the output of the surveillance system and the time when
new aircraft identity has been reported for the second time by a ground sensor.
Note
The reference assessment shall be performed on the specified data item, which is the aircraft identity
reported by the aircraft and which is not to be confused with the aircraft identity reported by the Flight
Data Processing System (FDPS). Further explanations are provided in Annex A - 2.

4.2.12 Ratio of incorrect aircraft identity

Aircraft identity (Mode A code or Aircraft Identification) shall be considered correct if the provided
value is matching (exactly no tolerance) one of the values of the reference trajectory within the last
applicable measurement interval.
Method
The percentage of incorrect aircraft identity (Mode A or Aircraft Identification) shall be calculated as
the ratio R I between the number N I of target reports including an incorrect (see definitions above)
aircraft identity and the total number of target reports including a aircraft identity N V .
NI
RI = Equation 11
NV
Figure 2 illustrates the numbers used for the calculation of this indicator.
The 3 following figures (Figure 8, Figure 9 and Figure 10) provide examples of correct and incorrect
aircraft identity based on the method above.

Provided aircraft Provided aircraft

identity = AC1 identity = AC2

Provided aircraft identity = AC1 Provided aircraft identity = AC2

Reference aircraft identity = AC1 Reference aircraft identity = AC2

Time

Measurement
interval Measurement
interval

Figure 8: Examples of correct aircraft identity

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Provided aircraft
identity = AC2

Provided aircraft identity = AC1 Provided aircraft identity = AC2

Reference aircraft identity = AC1 Reference aircraft identity = AC2

Time

Measurement
interval

Figure 9: Other example of correct aircraft identity

Provided aircraft
identity = AC1

Provided aircraft identity = AC1 Provided aircraft identity = AC2

Reference aircraft identity = AC1 Reference aircraft identity = AC2

Time
Measurement
interval

Figure 10: Example of incorrect aircraft identity

Notes
The reference assessment shall be performed on the specified data item, which is the aircraft identity
(Mode A code or Aircraft Identification) reported by the aircraft and which is not to be confused with
the aircraft identity reported by the Flight Data Processing System (FDPS). Further explanations are
provided in Annex A - 2.
There are still transponders where the Mode A interface is provided by a thumb-wheel switch, in that
cases it may happen that transient Mode A codes are transmitted. In these cases, the assessment tool
should suspend the assessment of aircraft identity correctness when transient codes are transmitted
and should only perform the correctness assessment on the basis of the new stable Mode A code.

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4.2.13 RMS error of rate of climb/descent

This is applicable when rate of climb/descent data item is provided. A conformity assessment
procedure is not yet defined when only the trend is provided.
Method
The calculation of the reference aircraft rate of climb/descent will follow the same principle as for
horizontal position error (§ 4.2.4 above) i.e. the provided value will be compared with the reference
value at the time the target report including the rate of climb/descent data item was output.
For a target report, the rate of climb/descent error is the difference, in absolute value, between the
reference aircraft rate of climb/descent (as defined above) and the aircraft rate of climb/descent
provided in the target report.
The reference trajectory rate of climb/descent shall be used to determine if the flight is stable and/or
climbing/descending.
Comment
If the system is only providing a trend and not the actual value of the rate of climb/descent, a specific
conformity assessment procedure will have to be defined.

4.2.14 RMS error of track velocity characteristics

This is applicable when track velocity data item is provided by the surveillance system.
Method
The calculation of the reference aircraft velocity amplitude and angle will follow the same principle as
for horizontal position error (§ 4.2.4 above) i.e. the provided value will be compared with the reference
value at the time the target report including track velocity data item was output.
For a target report, the track velocity error is the difference between the reference aircraft velocity
amplitude (as defined above) and the aircraft velocity amplitude provided in the target report.
For a target report, the track velocity angle error is the difference between the reference aircraft
velocity angle (as defined above) and the aircraft velocity angle provided in the target report. The
calculation of that error shall be performed in the system of coordinates in which the track velocity data
item has been provided.

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The following Figure 11 provides an example of the calculation of track velocity error components
based on the method above.

Reference aircraft Track velocity angle

velocity error

Reference trajectory
horizontal position

Track velocity error

Delivered horizontal
Aircrat reference trajectory position
Delivered track
velocity

Figure 11: Example of calculation of track velocity error components

The portions of trajectories considered in this document are defined below:
• Straight line: reconstructed trajectory transversal acceleration is less than or equal
to 1.5m/s².
• Turn: reconstructed trajectory transversal acceleration is greater than 1.5 m/s².

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The table below provides the turn rate corresponding to 1.5 m/s² acceleration at different speeds.
Speed (knots) Turn rate (°/s)
100 1,67
200 0,84
300 0,56
400 0,42
500 0,33
600 0,28
700 0,24
800 0,21
900 0,19
1000 0,17
Table 9: Turn rate as a function of speed for an acceleration of 1.5 m/s²

4.2.15 Density of uncorrelated false target reports

Definition
The uncorrelated false target reports are those false target reports which do not form a falsely
confirmed track as defined in § 4.2.16.
Method
Identify the uncorrelated false target reports in accordance with the definition above.
For each false target report count, over a period of one hour, how many other false target reports are
2 2
located in a circular area (900 NM or 100 NM ) centred on the initial false target report and in the
CAV. The initial false target report shall also be counted.
The maximum value is the performance indicator.

4.2.16 Number of falsely confirmed tracks near to true tracks

Definition
A falsely confirmed track is a time (during at least 16/10 seconds for respectively 5/3 NM separation)
and space (maximum the horizontal outlier criteria) correlated set of at least 3 false target reports with
the same aircraft identity and belonging to the CAV.
The identification of falsely confirmed tracks shall be performed independently of the tracking
information that may be provided by the surveillance system. For that reason, these 3 false target
reports may not necessarily belong to the same track as declared by the surveillance system.
Method
Identify the falsely confirmed tracks in accordance with the definition above.
Once the falsely confirmed tracks are identified; select those that are close to the true tracks
(corresponding to a true aircraft trajectory) and count them per time frames of one hour.

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To determine if a falsely confirmed track is close to true tracks, the following process is proposed:
• Select a falsely confirmed track.
• Around each update of the falsely confirmed track open a geographical cylindrical analysis
window of a radius equal to the proximity criteria.
• Identify the true tracks that have at least one track update located within this geographical
window and within a time window of +/- half the applicable measurement interval centred
on the falsely confirmed track update time.
• Repeat the operation for each update of the falsely confirmed track.
• If a true track has been identified at the third stage for at least two updates, the falsely
confirmed track is considered to be close to that real track.
• Repeat the operation for each falsely confirmed track.
• Count, for each hour of operation, the number of falsely confirmed tracks that are close
from at least one real track and record the start and end times of these falsely confirmed
tracks.
• 2 falsely confirmed tracks are coincident if the time difference between the first update of
the later false track and the last update of the earlier false track is less than the applicable
measurement interval.

4.2.17 Surveillance system continuity

The continuity of the surveillance system shall be verified by design and if sufficient data is available
on the basis of operations. The definition of continuity is provided in Annex C - 2.4.

4.3 Common requirement for time reference

As the time is an essential element when exchanging, comparing or assessing data items provided by
a surveillance system, it is required to define a common time reference.
Absolute time information within surveillance target reports shall be provided in UTC as required in
§ 2.25.1 of ICAO Annex 11 [RD 10].

4.4 Conformity assessment framework

When developing conformity assessment methodology, it is necessary to insure that an appropriate
combination of test techniques is applied. Use of opportunity traffic and of dedicated flight trials is of
particular value as they demonstrate system performance in the actual operational environment.

4.4.1 Conformity assessment framework based on opportunity traffic

Assessing opportunity traffic provides a relatively cheap means to access a potentially large data set
exhibiting the ‘real life’ characteristics in the real environment that are beyond the most complex
simulations. However, to utilise the data for a specific trajectory, it is necessary to construct a
reference against which comparisons can be made. There are test tools available which can be used
for this purpose.
To permit an accurate assessment it is essential to ensure that the reference aircraft trajectories that
are created in the analysis tool are of better quality than the trajectories that could be derived from the
surveillance system outputs. This can be achieved as the construction of the reference trajectory can
be conducted off-line and can thereby benefit by using information from future plot data.

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An accurate assessment requires a sufficiently large data sample to reduce the impact of spurious
data that could otherwise introduce statistical anomalies. The data sample used shall be of sufficient
duration to examine all the characteristics of the surveillance system under assessment. It is
recognised that to be able to assess some of the parameters identified in this document, a significant
amount of time and data recording would be required in order to obtain a statistically relevant
assessment. To assess the parameters described in this document it is recommended that a minimum
of 50 000 target reports from the system under assessment are used in the analysis. To assess some
parameters through the use of opportunity traffic would need considerably larger data sets. The
introduction of cheaper memory and improved processing has allowed many ANSPs to assess data
sets significantly larger than 50 000 reports. It is recognised that in areas of low traffic density
additional tests using simulated data can be used to supplement the verification process.
All portions of flights belonging to the CAV shall be taken into account within the assessment. This is
necessary to ensure that the Surveillance system is ‘fit for purpose’ and capable of supporting the
service. However if anomalies are noted, stemming from identified avionics failings or a lack of data
arising from a valid exemption, then the anomalous data may be discounted from the scope of the
performance assessment of the ground based surveillance system components, if such events are
covered by the system safety assessment. Similarly the CAV may vary with time. For example if there
is a military exercise in a portion of the system coverage. In that case the CAV will be temporarily
reduced or the aircraft involved will be filtered out.
A valid exemption is an exemption that has been granted by an NSA of one of the EUROCONTROL
member states or, on behalf of one of these NSA’s, by a recognised and appropriate body (e.g. the
European Commission).
When conducting an assessment based upon targets of opportunity, it is recommended that:
• The conformity assessment process shall remove possible side effects due to the limited
duration of datasets (at the beginning and at the end).
• The conformity assessment process shall remove possible side effects due to analysing
data at the boundary edges of the CAV (e.g. performing the trajectory reconstruction over
a larger volume than the CAV).
It is advised that data is recorded at various points in the system to permit traceability of cause of
anomalies.

4.4.2 Conformity assessment framework based on flight trials

Flight trials are normally conducted to address the performance of a specific sensor and its input into
the existing surveillance infrastructure rather than a test of an entire multi-sensor surveillance system.
Their extensive use is limited due to their high cost.
An objective of the flight trials is to check the performance of the system:
• in specific volume of airspace (e.g. areas of low traffic density);
• against specific aircraft characteristics (e.g. transponder power, radar cross section);
• to establish a repeatable baseline.
The objective of a flight trial is to validate the performance simulations particularly in areas where
difficulties are predicted.
The route flown by the trials aircraft is chosen to probe specific points of weak coverage at various
heights and locations within the CAV. It should be noted that these may not only be at extremes of
instrumented range. Flights over or near wind farms and motorways can also provide an ANSP with
an improved appreciation of the impact that such environments could introduce to surveillance
operations.

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The trials shall be designed to address the specific characteristics of the surveillance sensors under
test. A different approach to flight trial design may be necessary when testing a Mode S SSR type of
system compared with a WAM system.
The flight trials shall be designed to address the case when the aircraft presents the worst but still
compliant characteristics, e.g. smallest radar cross section (RCS) in case or primary radar, lowest
transponder transmitter power output, least transponder receiver sensitivity.
Flight trials aircraft may be equipped with an accurate position recording device to permit a
comparison of the surveillance data with the trajectory actually flown.
Flight trials may be used to prove performance when the system is configured to replicate failure
conditions e.g. if a WAM receiver is unserviceable. Such an approach can confirm the impact of a
degraded mode of operation.
Further information, mostly concerning radar systems but that can be generalised to surveillance
systems in general, can be found in document [RD 12] and its Appendix A and in particular about the
different combinations of transponder transmitter output power and transponder receiver sensitivity.

4.4.3 Conformity assessment framework based on proof offered through system design
files or by system design assurance

The use of design files may be appropriate where demonstration of parameters is either difficult,
expensive or if it is destructive. Design files may also be considered if the aspect has being tested
before and no significant changes have been introduced.
Design files may also be assembled using previous tests based on injected test targets – e.g.
simulations conducted using large Monte Carlo runs or software loading may not change from one
configuration to another.

4.4.4 Conformity assessment framework based on test transponder

Cooperative surveillance systems often utilise remote static mounted transponders to support the built
in test equipment and may also be used to provide the Air Traffic Controller with a visual confidence
check regarding the performance of the system. Similar techniques exist for non cooperative
surveillance systems.
Whilst the support offered by simple remote transponders is very limited, an ‘intelligent’ remote
transponder may provide a more comprehensive yet non-intrusive means of verifying certain
performance characteristics, such as the time taken to recognise a change of the Mode A code within
the system, without the need to take an operational system off line.

4.4.5 Conformity assessment framework based on injected test target

Within surveillance sensors a self generated test target is often used to support Built In Test (BIT)
assessments to provide a general indication of the ‘health’ of the system and to ensure that the
system is operating as required. This aspect of conformity assessment does not include the use of BIT
signals but refers to injected test targets and similar signals that are generated by laboratory
equipment that is not an integral part of the surveillance sensor. It refers typically to tests conducted
by the manufacturer to demonstrate system performance against specific requirements.
The benefit of an injected test target is that it permits detailed and specific tests to be conducted
relatively cheaply and consistently. This approach can be of particular use in proving load testing
(peak and average) or performance against complex scenarios that are not possible for cost and/or
safety reasons to be proven through flight trials.
The use of detailed software controlled scenarios allows for the introduction of slight variations to
established test configurations. It also permits the introduction of a parameter change at a specific
point in time with the subsequent assessment of how long the system takes to reflect the change.
Through such an approach it can also be used to optimize system performance.

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Test targets are typically injected at the RF front end of the system, however they may also be injected
at opportune points within the system chain where they can be used to assess in detail, the
performance of a specific element of a surveillance sub-system.
As the antenna and several other front end components are ‘by-passed’ or simulated, such testing
may not reflect real life site effects nor exercise the entire surveillance chain. However, with that
limitation established, the use of an injected test target provides a comprehensive method of
conducting a detailed performance assessment of numerous system characteristics that it would not
be possible to test in any other way.
Such testing, which is to be conducted using appropriately calibrated test equipment, is to be
considered as supplementary testing and whilst acceptable for specific aspects of performance, it is
insufficient for determining actual total system performance achieved on site.

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ANNEX - A SURVEILLANCE SYSTEM FUNCTION AND SCOPE

A-1 Surveillance system function

The function of an ATM Surveillance System is to provide to local users information pertaining to
aircraft located within its responsibility domain including:
• Aircraft position (i.e. Horizontal and altitude), i.e. where it is;
• Aircraft identity (including SPI and emergency state), i.e. who it is;
• Aircraft short term intentions (i.e. horizontal and vertical velocity); where it will be.
These 3 sets of data items are linked together by the time parameter.
All these data items are regrouped under the term surveillance information.
This surveillance information is used to provide air traffic services (e.g. horizontal separation) and/or to
perform ATC functions (e.g. safety nets).

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A-2 Surveillance system scope

Surveillance data sources

Cooperative and remote Surveillance sub-system

Surveillance data compilation

Surveillance data transmission

Surveillance Radio Frequency (RF) data link(s)

System

Local Surveillance sub-system

Surveillance Sensor(s)/Receiver(s)

Surveillance Data Processing

Conformity assessment
recording point

Interface to Surveillance data users

Figure 12: Generic functional diagram of a surveillance system

The diagram on Figure 12 provides a generic functional decomposition of a Surveillance system in
charge of providing surveillance data items (see Annex A - 3 - Surveillance data items).

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It is to be noted that the correlation function between the surveillance information and the flight plan
information is considered outside the scope of the surveillance system. Similarly the function providing
QNH/QNE corrected altitude on the basis of the pressure altitude is also considered outside the scope
of the surveillance system. It is nevertheless recognised that the inputs of these functions can be
provided to the surveillance data users through the surveillance system.
Within some surveillance system architecture it may be that the aircraft identity as reported by the
aircraft is sent to the Flight Data Processing System (FDPS) which sends back a “flight plan correlated
aircraft identity”. This latter information is then sent to the controller by the surveillance system. As
specified in [AD1], the aircraft identity data item to be provided by the surveillance system, is the
aircraft identity reported by the aircraft, therefore it is not the aircraft identity reported by the FDPS.
In the case of such architecture, the conformity assessment shall be adapted in such a way that the
performance indicators corresponding to the aircraft identity data items are based on the aircraft
identity reported by the aircraft and not the aircraft identity reported by the FDPS.
The next figures (Figure 13 and Figure 14) provide examples of current and future physical
implementations of local airborne and ground surveillance systems based on 1030/1090 MHz data
link. Figure 14 is fully consistent with the Generic RFG ADS-B Functional Architecture as described in
EUROCAE ED-126 (document [RD 14]) and in EUROCAE ED-161 (document [RD 15]).
If the remote aircraft is not cooperative, there is no remote surveillance sub-system.
The cooperative and remote surveillance sub-system receives information acquired locally (sensors or
HMI) and compiles these data items to make them consistent before being transmitted to the local
surveillance sub-system through RF data links.
The local surveillance sub-system is performing measurements (sensors) and is receiving (receivers)
the data items transmitted by remote surveillance sub-systems. The surveillance data processing
function compile all these data items to make them consistent and to adapt them to the needs of the
local users (synchronisation, format, etc.).
The surveillance system performance is considered end-to-end, therefore the performance
measurements are undertaken at the interface with the surveillance data users so as to be compared
with the corresponding needs/requirements.
The functional components of the previous diagram are still shown; in addition physical elements are
shown with a folded corner and examples of surveillance data sources and surveillance data users are
provided. On Figure 14 optional items are shown dotted.

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Surveillance data sources (FMS, Baro-

altimeter, GNSS receiver, Control panel …)

Transmit Aircraft Domain

Surveillance data compilation

SSR /
ADS-B
Mode S

Surveillance
1030/1090 Mhz Radio Frequency (RF) data link
System

Receive Ground Domain

SSR Mode S WAM ADS-B

Surveillance Data Processing

Conformity assessment
recording point

Interface to Surveillance data users

Figure 13: Current Air-Ground Surveillance systems implementation based on 1030/1090 MHz
data link

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Surveillance data sources

Airborne Surveillance data (FMS, Baro-altimeter,
Surveillance data sources (FMS, Baro- users (Cockpit display …) GNSS receiver, Control
altimeter, GNSS receiver, Control panel …) panel …)
Conformity assessment
recording point
Transmit Aircraft Domain Receive Aircraft Domain
Surveillance data compilation Aircraft Surveillance Data Processing

1090 Mhz
SSR / Radio
ADS-B ADS-B TIS-B
Mode S Frequency
(RF) data link

1030/1090 Mhz Radio Frequency (RF) data link 1030 Mhz Radio Frequency (RF) data link

Receive Ground Domain Transmit Ground Domain

SSR Mode S WAM ADS-B TIS-B

Surveillance Data Processing Ground Surveillance data compilation

Conformity assessment
recording point
Other surveillance
Interface to Surveillance data users data sources

Figure 14: Future Air-Ground, Ground-Air and Air-Air Surveillance system implementation based on 1030/1090 MHz data link

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In the frame of this document, the considered Surveillance system encompasses all the components
and elements (either functional or physical) shown on the above figures and the RF data links used.
This document is independent of the environment; it is up to the surveillance system designer to
ensure that the designed system is capable of providing the required performance when operated
under the range of local environments.
For instance, the weather conditions may impact the quality of the RF data link; they will have to be
taken into account in the frame of the surveillance system design process to ensure that the required
performance can be met under all the locally specified weather conditions.
The performance of the surveillance system shall be measured at the input interface of the system
using surveillance data. The measured performance characteristics can then be compared to the
required performance characteristics.
From these diagrams one can see that the performance of the surveillance system not only depends
on the performance of its different components and elements but also on the performance
characteristics of its inputs.
Concerning the quality of the inputs to the aircraft domain it is assumed that they are in accordance
with the requirements specified in the Annex II of [AD1]. These requirements will be further detailed in
the forth coming EASA Certification Specification ACNS.

A-3 Surveillance data items

A - 3.1 Surveillance data item categories

When looking at the different pieces of surveillance information in detail, one can sub-divide them into
two categories, which correspond to two different types of processing by the surveillance system:
• Calculated surveillance data items, i.e. data items that are calculated and/or that are re-
calculated at a given time and for a given time on the basis of externally/internally
provided data (e.g. horizontal position). These two times are not necessarily equal.
• Forwarded data items, i.e. data items that are received by the surveillance system and
which are provided without modification of its value at the output of the surveillance
system. This is in particular the case for the identification data item (e.g. Mode A or
Aircraft Identification). For such data items the system may apply integrity checking which
could introduce a delay in the declaration of a new or change in value (e.g. the system
may delay the output of a new Mode A awaiting for a stable reporting from the aircraft).
These two categories were taken into account when defining the ATM surveillance system key
performance characteristics and associated indicators.
When the surveillance system extrapolates or transforms (e.g. from geodetic to Cartesian) input data,
the resulting data item falls under the calculated data item category.
When the surveillance system only decodes a data item to reformat it (e.g. an Aircraft Identification
from IA-5 to ASCII characters); the data item falls under the forwarded data item category.
When providing a calculated data item, the objective of the surveillance system is to produce a piece
of information that is as close as possible to the reality at the time it is provided.
When providing a forwarded data item the objective of the surveillance system is to output the same
value as in input with the shortest possible delay.
Given that the objectives of the surveillance system when processing one category or the other are
rather different, the performance characteristics and indicators will also be different depending on the
data item category.

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A - 3.2 Calculated surveillance data item

The data items that are calculated by surveillance systems are:
• Calculated horizontal position
• Calculated velocity
• Calculated rate of climb/descent
• Calculated mode of movement
• Calculated acceleration
• Calculated geometric altitude
• Calculated pressure altitude (e.g. smoothed or extrapolated)
• Any data item which is specified as “calculated” by the system even though it is
extrapolated on the basis of an airborne provided data item.

A - 3.3 Forwarded surveillance data item

The data items that are forwarded by surveillance systems are:
• Airborne Standard pressure altitude, e.g. Mode C.
• Mode 1, 2, 3/A codes.
• Target identification, e.g. Aircraft Identification, SPI, emergency states.
• Any Downlink Aircraft Parameter (DAP), e.g. Selected Altitude, True Track Angle, Ground
Speed, Track Angle Rate, Magnetic Heading.
• Any data item provided to the system and which is directly output without any modification
of its value.

A - 3.4 Extraction/calculation of surveillance data items

Depending on their nature, surveillance data items are either extracted/calculated periodically or on
event.
All the data items related to the trajectory (position, velocity, etc.) of the aircraft that are constantly
changing with time are calculated periodically.
On the other hand, data items such as the identity of the aircraft, which do not change or very rarely,
are only extracted from the aircraft on event, i.e. when there is a change.
It is to be noted that in order to avoid the possiblity of a change being missed,, the system may also be
designed to extract periodically these data items that are in principle “event driven”.

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ANNEX - B REFERENCE DOCUMENTS AND ACRONYMS

B-1 Applicable documents

[AD1] Commission Implementing Regulation (EU) No 1207/2011 of 22 November 2011 laying down
requirements for the performance and the interoperability of surveillance for the single
European sky (Link to document) as amended by Commission Implementing Regulation (EU)
No 1028/2014 of 26 September 2014 (Link to document)

B-2 Referenced documents

The study reports listed in B - 2.4 and B - 3.3 can be obtained upon request from EUROCONTROL.

B - 2.1 EUROCONTROL documents

[RD 1] EUROCONTROL Specification for ATM Surveillance System Performance (Volume 2
Appendices) SPEC-0147 Edition 1.1 Dated 02/09/2015.
[RD 2] EUROCONTROL Standard Document for Radar Surveillance in En-Route Airspace and
Major Terminal Areas SUR.ET1.ST01.1000-STD-01-01 Ed. 1.0 March 1997 (link to
document)
[RD 3] European Mode S Station Functional Specification SUR/MODES/EMS/SPE-01 version 3.11
dated 9 May 2005 (Link to document)
[RD 4] "Safety Assessment Made Easier" Part 1 - Safety Principles and an introduction to Safety
Assessment Edition 1.0 15 January 2010 (Link to document)
[RD 5] EUROCONTROL standard document for surveillance data exchange. Part 9: Category 062
SDPS track messages Ref. SUR.ET1.ST05.2000-STD-09-01 Edition 1.16 Dated July 2012
(Link to document)
[RD 6] Preliminary Safety Case for Enhanced Air Traffic Services in Non-Radar Areas using ADS-B
surveillance PSC ADS-B-NRA Edition 1.1 Dated 12 December 2008 (Link to document)
[RD 7] Generic Safety Assessment for ATC Surveillance using Wide Area Multilateration Edition 6.0
Dated 13/08/2009
[RD 8] Mode S Controller Working Position Preliminary System Safety Assessment Edition 1.1 Dated
October 2007

B - 2.2 ICAO documents

[RD 9] ICAO Procedures for Air Navigation Services – Air Traffic Management. Doc 4444 ATM/501
fifteenth edition Amendment 5 Dated 22/11/2007
[RD 10] ICAO Annex 11 Air Traffic Services Thirteenth Edition July 2001
[RD 11] ICAO, Manual of the ICAO Standard Atmosphere Doc 7488/3, Third Edition, 1993
[RD 12] Manual of testing radio navigation aids – Testing of surveillance radar systems ICAO
st
Document 8071 Volume III 1 Edition – 1998 including amendment N° 1 19/10/2002
th
[RD 13] ICAO Annex 15 Aeronautical Information Services 12 Edition July 2004.

B - 2.3 EUROCAE documents

[RD 14] Safety, Performance and Interoperability Requirements Document for ADS-B NRA
Application ED-126 Dated December 2006 (EUROCAE)

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[RD 15] Safety, Performance and Interoperability Requirements Document for ADS-B RAD
Application ED-161 Dated September 2009 (EUROCAE)
[RD 16] Technical specification for Wide Area Multilateration (WAM) systems ED-142 Dated
September 2010 (EUROCAE)

B - 2.4 Reports of EUROCONTROL studies

[RD 17] Review of horizontal surveillance performance – Final Report (D3)
CSS/C1853/TRS99_D3_V1.0 11/08/2006
[RD 18] Study to Analyse Horizontal Positional Performances Draft Version 3.2 22/12/2006
[RD 19] Study on Maximum Data Age Required at the Output of a Surveillance System Draft Version
2.2 12/12/2006
[RD 20] Surveillance Standards Performance Characteristics P740D005 version 1.0 dated 10/10/2007
[RD 21] Comparative study of Surveillance performance indicators for false target performance
P890D004 Dated 30/09/2008 Version 1.1
[RD 22] A surveillance performance model incorporating dynamic factors Version 1 Dated 12/06/2009

B - 2.5 Other documents

[RD 23] Information technology – Quality of service: Framework ISO/IEC 13236 First Edition Dated
15/12/1998
[RD 24] Référentiel technique pour l’établissement d’un Dossier relatif à un Minimum de Séparation
Radar (DMSR) DO/DTI/MSQS/NT05-572 Décembre 2005 V2
[RD 25] ARTAS V7 Safety Assessment Report CF407/01/102 Edition 3.0 Dated 31/08/2006
[RD 26] RSP for surveillance systems supporting 3 and 5 NM separations Working paper reported to
st
the Aeronautical Surveillance Panel Working Group of the Whole (ASP WGW) 1 meeting
Montreal 8-12/12/2008 Agenda Item 5
[RD 27] EASA Decision N° 2003/11/RM of the Executive Director of the Agency of 5 November 2003
on definitions and abbreviations used in certification specifications for products, parts and
appliances (« CS-Definitions ») (Link to document)
[RD 28] Commission Implementing Regulation (EU) 1035/2011 of 17 October 2011 laying down
common requirements for the provision of air navigation services and amending Regulations
(EC) No 482/2008 and (EU) No 691/2010 (Link to document)

B-3 Reference documents

B - 3.1 EUROCONTROL documents

[RD 29] Air Navigation System Safety Assessment Methodology (SAM), SAF.ET1.ST03.1000-MAN-
01, Edition 2.1 Dated 2007

B - 3.2 ICAO documents

[RD 30] ICAO Annex 10 Vol I Radio Navigation Aids (including Amendment 80) 24/11/05
[RD 31] ICAO SASP – Assessment of ADS-B Surveillance to support air traffic services and state
implementation roadmap
[RD 32] ICAO Annex 10 Aeronautical Telecommunications Vol IV Surveillance radar and Collision
Avoidance System 3rd Edition July 2002

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[RD 33] ICAO Annex 6 Operation of Aircraft Part 1 International Commercial Air Transport –
th
Aeroplanes 8 Edition July 2001
[RD 34] Manual on Airspace Planning Methodology for the Determination of Separation Minima ICAO
Doc 9689-AN/953 First Edition 1998
[RD 35] ICAO Manual on Implementation of a 300 m (1 000 ft) Vertical Separation Minimum between
nd
FL 290 and FL 410 Inclusive. 2 Edition 2002 Document 9574 AN/934.
[RD 36] ICAO Document 9536, Review of the General Concept of Separation (RGCSP).
[RD 37] ICAO Document 8168, Aircraft Operations Volume 1 Flight Procedures Fifth Edition 2006
[RD 38] ICAO Document 8168, Aircraft Operations Volume 2 Construction of Visual and Instrument
Flight Procedures Fifth Edition 2006

B - 3.3 Reports of EUROCONTROL studies

[RD 39] Guidance Material for Required Surveillance Performance QINETIQ /05/00819 Dated May
2005
[RD 40] Assessment Report Surveillance Standards 200300-REP-07-0090 version 2.3 dated
16/07/2007

B - 3.4 Other documents

[RD 41] International Standard Information Technology – Vocabulary Part 14 ISO/IEC 2382-
nd
14:1997(E/F) 2 Edition Dated 01/12/1997
[RD 42] Electronic Reliability Design Handbook MIL-HDBK-338b 01 October 1998
[RD 43] Surveillance and Conflict Resolution System Panel (SCRSP) SCRSP-2/WG-B WP B8-07 26
May 2005 Agenda Item 5.2
[RD 44] Verification procedures of surveillance system applied by DSNA/France – Information paper
V1 11/05/2006
[RD 45] JAA Administrative and Guidance Material. Section 3: General Part 1: Temporary Guidance
Leaflets. Leaflet N° 6 Revision 1 Guidance Material on the Approval of Aircraft and Operators
for Flight in Airspace above Flight Level 290 where a 300 m (1000 ft) Vertical Separation
Minimum is Applied. Dated 1/10/1999.
[RD 46] JAA Administrative and Guidance Material Section 1 Part 3 Leaflet 13 Revision 1 Certification
of Mode S Transponder Systems for Elementary Surveillance date 01 May 2001
[RD 47] SESAR – The ATM target concept D3 DLM-0612-001-02-00a - September 2007
[RD 48] SESAR – The Performance target D2 DLM-0607-001-02-00a December 2006

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B-4 Acronyms
Acronym Definition
ACID AirCraft IDentification
ANSP Air Navigation Service Provider
ATC Air Traffic Control
ATCO Air Traffic COntroller
ATM Air Traffic Management
ATS Air Traffic Service
ATSU Air Traffic Service Unit
BIT Built In Test
CAV Conformity Assessment Volume
DAP Downlink Aircraft Parameter
DSNA/DTI Direction des Services de la Navigation Aérienne/Direction de la Technique et de
l’Innovation
EASA European Aviation Safety Agency
EATMN European Air Traffic Management Network
EC European Commission
ECAC European Civil Aviation Conference
FCU Flight Control Unit
FHA Functional Hazard Analysis
FL Flight Level
FMS Flight Management System
HMI Human Machine Interface
HSM Horizontal Separation Minima
IAS Indicated Air Speed
ICAO International Civil Aviation Organisation
IFR Instrument Flight Rules
ISA International Standard Atmosphere
ISO International Standardisation Organisation
JAA Joint Aviation Authorities
MCP Mode Control Panel
MRT Mean Response Time
MSPSR Multi-Static Primary Surveillance Radar
MTBCF Mean Time Between Critical failure
MTBF Mean Time Between Failure
MTTR Mean Time to Repair/Restore
NM Nautical Mile
NRA Non Radar environment (in the context of the ADS-B RFG)
NSA National Supervisory Authority
OHA Operational Hazard Analysis
OPA Operational Performance Assessment
OSED Operational Service and Environment Description
PSR Primary Surveillance Radar
PSSA Preliminary System Safety assessment
PU Probability of Update
PUCV Probability of Update with Correct and Valid value
RAD RADar environment (in the context of the ADS-B RFG)
RCS Radar Cross Section
RF Radio Frequency
RFG Requirement Focus Group
RMS Root Mean Square
RPS Radar Position Symbol
RSP Required Surveillance Performance

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Acronym Definition
RVSM Reduced Vertical Separation Minimum
SDP Surveillance Data Processing
SDPS Surveillance Data Processing System
SES Single European Sky
SPI Special Position Identification
SPI IR Surveillance Performance and Interoperability Implementing Rule
SSR Secondary Surveillance Radar
SSTF Surveillance Standard Task Force
TAS True Air Speed
TBC To Be Confirmed
TBD To Be Defined
TMA Terminal Manoeuvring Area
MI Measurement interval
UTC Coordinated Universal Time
VFR Visual Flight Rules
VSM Vertical Separation Minima
WGS World Geodetic System
Table 10: Acronym list

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ANNEX - C DEFINITIONS

C-1 Data item definitions

C - 1.1 Position data items

Geodetic Position – This is the position of the aircraft projection on the earth’s ellipsoid, as defined in
WGS84. It is expressed as latitude and longitude. This data item can be forwarded and/or calculated
depending on surveillance system architecture.
Horizontal Position – This is the 2D projected position which is used to display the aircraft position
onto the ATCO HMI. This data item is calculated by the ground surveillance system.
Pressure altitude – This is the altitude in Flight Levels (FL) of the aircraft derived from an airborne
pressure measurement in accordance with the ICAO International Standard Atmosphere (defined in
ICAO document 7488 [RD 11]). In principle, this data item can be forwarded and/or calculated
depending on surveillance system architecture. One FL is equal to 100 feet, pressure altitude when
measured on board the aircraft is expressed with a resolution of 25 ft (1/4 FL) or with a resolution of
100 ft (1 FL).
QFE corrected Pressure Altitude – This is the height of the aircraft in feet above a local aerodrome.
This height is derived from the Pressure altitude reported by the aircraft in accordance with the
pressure datum corresponding to the pressure measured on the ground of the aerodrome. This data
item is calculated by the ground surveillance system.
QNH corrected Pressure Altitude – This is the altitude of the aircraft in feet above mean sea level
for a given area. This altitude is derived from the Pressure altitude reported by the aircraft in
accordance with the pressure datum corresponding to mean sea level for the corresponding area. This
data item is calculated by the ground surveillance system.
Vertical Geometric Altitude – This is the vertical distance between the aircraft and the position of its
projection on the earth’s ellipsoid, as defined in WGS84. This data item can be forwarded and/or
calculated depending on surveillance system architecture.

C - 1.2 Aircraft Identity data items

Aircraft identification – This is a group of letters, figures or a combination thereof which is either
identical to, or the coded equivalent of, the aircraft call sign to be used in air-to-ground
communications, and which is used to identify the aircraft in ground-to-ground air traffic services
communications. This data item is used to fill data item 7 of the aircraft associated ICAO flight plan.
This data item is forwarded by the surveillance system.
Mode A Code – This is the code (4 octal digits) that has been allocated to the aircraft by the ATC.
This data item is forwarded by the surveillance system.

C - 1.3 Supplemental indicator data items

Emergency indicator – This data item reports the type of emergency; it can be conveyed via special
Mode A codes (i.e. 7500 unlawful interference, 7600 radio-communication failure, 7700 state of
emergency). This data item is forwarded by the surveillance system.
SPI – Special Position Identification – This is special information that is sent by the aircraft when
requested to by the ATCO. This data item is forwarded by the surveillance system.

C - 1.4 Velocity data items

The projection system(s) used to calculate those data items need to be clarified.

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Ground Speed – This is the speed (amplitude) of the aircraft over the ground. This data item is
calculated on-board the aircraft. If available, this data item may be forwarded by the surveillance
system.
Indicated Airspeed (IAS) – This is the speed of the aircraft as shown on its pitot static airspeed
indicator calibrated to reflect standard atmosphere adiabatic compressible flow at sea level
uncorrected for airspeed system errors. This definition is extracted from the EASA document [RD 27].
This data item is calculated on-board the aircraft. If available, this data item may be forwarded by the
surveillance system.
Inertial vertical velocity – This is the vertical velocity of the aircraft as measured by an inertial device
on board the aircraft. This data item is calculated on-board the aircraft. If available, this data item may
be forwarded by the surveillance system.
Magnetic heading – This is the direction over the ground to which the aircraft axis is pointed. The
reference is the Magnetic North at the aircraft position. This data item is calculated on-board the
aircraft. If available, this data item may be forwarded by the surveillance system.
Pressure altitude rate – This is the variation over time of the aircraft pressure altitude. This data item
is calculated on-board the aircraft. If available, this data item may be forwarded by the surveillance
system.
Track Angle Rate – This is the variation over time of the aircraft True track angle. This data item can
be forwarded and/or calculated depending on surveillance system architecture.
True Airspeed (TAS) – This is the speed (amplitude) of the aircraft in the air. It can only be calculated
on board the aircraft on the basis of the Indicated Airspeed. This data item is forwarded by the
surveillance system.
True Track Angle (or Course) – This is the direction over the ground of the aircraft track. This data
item is calculated on-board the aircraft. If available, this data item may be forwarded by the
surveillance system.
Track velocity vector – This is speed vector of the aircraft track as calculated by the surveillance
ground system, it may take into account down-linked aircraft parameters such as the ground speed
and the true track angle. The naming of this data item is consistent with the naming adopted in
ASTERIX category 062 ([RD 5]) and has been chosen to avoid confusion with similar data items that
can be down-linked by the aircraft.
Rate of climb/descent – This is the variation over time of the aircraft pressure altitude as calculated
by the ground surveillance system, it may take into account down-linked aircraft parameters such as
pressure altitude rate. It may also be reduced to a trend with discrete values (climbing, descending,
straight level flight or unknown). The naming of this data item is consistent with the naming adopted in
ASTERIX category 062 ([RD 5]) and has been chosen to avoid confusion with similar data items that
can be down-linked by the aircraft.

C - 1.5 Intent data items

FMS Selected altitude – This is the altitude input by the pilot on the FMS. This data item is forwarded
by the surveillance system.
MCP/FCU Selected altitude – This is the altitude input by the pilot on the MCP/FCU. This data item is
forwarded by the surveillance system.

C - 1.6 Target report surveillance data status data items

Coasted status – This indicates whether the horizontal position data item is based on a measured
horizontal position that is older (coasted) or not (non-coasted) than the surveillance system applicable
measurement interval. This data item is calculated by the ground surveillance system.

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Flight status – This indicates whether the aircraft is airborne or on the ground or unknown (either on
the ground or airborne). This data item is defined on board the aircraft, in general based on a weight
on wheel mechanism. This data item is forwarded by the surveillance system.
Surveillance technique source (cooperative, non-cooperative, combined) – This reflects whether
the data contained in the target report is based on information provided by a cooperative surveillance
source only or by a non-cooperative surveillance source or both. This data item is calculated by the
ground surveillance system.

C - 1.7 Time data items

Time of applicability – This reflects the time at which the system considers the provided calculated
data item is applicable. This data item is determined by the ground surveillance system.
Data age – This indicates the age of a particular data item, i.e. the elapsed time since it was
measured or extracted from the aircraft by the ground sensor. This data item is calculated by the
ground surveillance system.

C - 1.8 Other definitions

ICAO International Standard Atmosphere – This is an atmospheric model of how the pressure,
temperature, density, and viscosity of the Earth's atmosphere change over a wide range of altitudes. It
consists of tables of values at various altitudes, plus some formulas by which those values were
derived. The International Organization for Standardization (ISO), publishes the ISA as an
international standard, ISO 2533:1975. ICAO published an extension (the altitude coverage is
extended up to 80 kilometres (262,500 feet)) of the same atmospheric model under their own
standards-making authority.

C-2 Performance characteristic definitions

It is to be noted that a performance characteristic can be defined at data item level or at system level.

C - 2.1 Accuracy definition

Accuracy is applicable to a data item that is provided by the system (e.g. measured and/or
calculated). It is the degree of conformity of the provided value of a data item with its actual value at
the time when the data item is considered.
In ICAO Annex 15 [RD 13], accuracy is defined as the degree of conformance between the estimated
or measured value and the true value.
It is also agreed that the accuracy specification will also cover the case where information not related
to a true aircraft is reported. This will need to be specified independently as there will be no actual
value. It is also agreed that, to be credible, the false information must contain at least the horizontal
position and aircraft identity.

C - 2.2 Integrity definition

Integrity is applicable to a data item that is transferred by the system (provided externally by another
system and forwarded to another system, e.g. Mode A code, Mode C code). It is the degree of
undetected (at system level) non-conformity of the input value of the data item with its output value. In
that case the system is only a communication medium so it should not modify the value of the data
item.
In ICAO Annex 15 [RD 13], integrity is defined as the degree of assurance that a data item and its
value has not been lost or altered since the data origination or authorised amendment.

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C - 2.3 Availability definition

Availability: The probability that a system will perform its required function at the initiation of the
intended operation.
The availability is composed of two independent and distinct availabilities: the planned availability
(A P ) and the operational availability (A O ).
The planned availability (A P ) is derived from the planned outage rate (F P ), which is a local requirement
depending on local constraints.
AP = 1 – FP
The operational availability calculation excludes all planned downtimes.
The Operational Availability (A O ) and shall be calculated using the following equation:
A O = MTBCF / (MTBCF + MTTR + MRT)
Where:
• MTBCF = Mean Time Between Critical Failures in hours.
• MTTR = Mean Time To Repair in hours.
• MRT = Mean Response Time in hours (i.e. the average time from notification of failure for
a technician to be ready to commence repair action).
The availability of the system/service is A = A P * A O
For a surveillance system the critical failure to be considered for MTBCF is the loss of horizontal
positions of all aircraft during at least 10 seconds at the output of the Surveillance system.

C - 2.4 Continuity definition

Continuity: Continuity is the probability that a system will perform its required function without
unscheduled interruption, assuming that the system is available at the initiation of the intended
operation. (Continuity is expressed per unit time). The continuity can be related to the Mean Time
Between Critical Failures (MTBCF).
Continuity = 1 / MTBCF
The definition of what is a surveillance system critical failure is provided in the previous paragraph of
this annex.

C - 2.5 Reliability definition

Reliability: The probability that a system or service will be available throughout a specified geographic
volume for a specified amount of time without degradation or failure to the service or system.

C - 2.6 Time related definitions

The latency or data age is the difference between time of output of a data item and the time of
applicability of the data item.
The latency represents the system capability to provide a calculated value of a data item that is
consistent with its time of output and to provide a forwarded data item in a timely manner.
It is assumed that any information is time stamped in accordance with a common time reference (i.e.
UTC in general). This time stamp represents the instant when the information is declared applicable. If
information is not provided with time stamping it is assumed that, by default, it is time stamped by the
receiving system/sub-system with its time of arrival.
The update interval is the difference in time between two consecutive deliveries of the same data item.

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The diagram below shows the different times in the case of a data item that is forwarded by the
ground surveillance system.

Data item age/latency

Ground sensor: Ground SDPS: Ground SDPS:

time of reception time of reception time of sending
of data item of data item data item

Airborne sensor: Ground sensor: Ground SDPS: Surveillance data user:

time of time of sending time of applicability time of use of data
measurement of data item of horizontal item
data item position

Airborne Boundary of
latency Data item age at SDPS output surveillance
As in I062/295 system:
time of recording

Figure 15: The different stages of surveillance system data processing (forwarded data item)
Assuming a ground surveillance system that is composed of:
• Mode S sensor
• Sensor data distribution system (network)
• Surveillance data processing system (e.g ARTAS tracker)
• Surveillance data distribution system (network)
• ATC centre display system
Applying the generic diagram above on the same surveillance system further illustrates the definitions
in the case of pressure altitude data item
• Time of airborne measurement (T1) of aircraft pressure altitude by the aircraft altimeter.
• Time of arrival of a Mode S reply (DF5) from the aircraft containing the pressure altitude,
e.g. Mode C code.
• From this Mode S reply the Mode S sensor decodes the Mode C code and copies it in a
Mode S target report that is dated (Time of arrival at sensor level T2) in accordance with
the time of arrival of the reply.
• The Mode S target report is transmitted to the tracker through the sensor network.
• This Mode C is copied in the next update of the track dated Time of applicability (T3) that
is output by the tracker. This track is processed by the ATC centre system and the aircraft
vertical position is transferred through the surveillance network and delivered at Time of
output of surveillance system (T4), then the ATCO uses this information to undertake
vertical separation with another aircraft.
In this case the pressure altitude data age is equal to T 4 – T 1 .

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In the case where the measurement of a data item is performed on board the aircraft, the date of the
measurement is not forwarded to the ground surveillance system, nevertheless:
• In the case of an SSR/Mode S target report, the delay between T2 and T1 is normally
below a specified threshold.
•
4
In an ADS-B report, all data items are dated “on the basis ” of the time of arrival of the last
transmitted data item. In any case the exact time of measurement is not known.
The diagram below shows the different times in the case of a data item that is elaborated by the
ground surveillance system.

Data item age/latency

Ground SDPS: Ground SDPS:

time of reception time of sending
of data item data item

Ground sensor: Ground sensor: Ground SDPS: Surveillance data user:

time of time of sending time of time of use of data
measurement of data item applicability of item
data item data item

Boundary of
surveillance
system:
time of recording

Figure 16: The different stages of surveillance system data processing (calculated data item)
Applying the generic diagram above on this specific surveillance system further illustrates the
definitions in the case of the horizontal position data item:
• Time of arrival of a Mode S reply from an aircraft.
• From this Mode S reply the Mode S sensor elaborate the horizontal position (azimuth and
range) of a Mode S target report that is dated (Time of arrival at sensor level T1) in
accordance with the time of arrival of the reply.
• The Mode S target report is transmitted to the tracker through the sensor network.
• From the Mode S target report the tracker extrapolate a horizontal position for the Time of
applicability (T 2 ). The track data items are transferred through the surveillance network
and the horizontal position is delivered at the Time of output of the surveillance system
(T 3 ), and then the ATCO uses this information to undertake horizontal separation with
another aircraft.

4 The position may be extrapolated; in that case the date will correspond to the one of the extrapolation, which is itself based on
the previous received position dated with its time of arrival.

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In this case the data age of the horizontal position at the output of the surveillance system is equal to
T3 – T2.

C - 2.7 Responsibility domain and interest domain definitions

The responsibility domain of an ATC centre/organism is a geographical volume with vertical and
horizontal boundaries within which the centre/organism has the responsibility of the air traffic control
and in which it provides air traffic services (e.g. surveillance separation).
The interest domain of an ATC centre/organism includes its responsibility domain plus some
horizontal and vertical margins needed to survey traffic in the vicinity of the responsibility domain and
traffic that is about to be transferred to the centre/organisation. The centre/organisation may provide
air traffic services (e.g. surveillance separation) in this domain.
The above definitions are derived and translated from document [RD 24]

C - 2.8 Capacity, Total Load, Throughput and Density definitions

The three following definitions are extracted from document [RD 10].
Capacity: It relates to the maximum numbers of aircraft in the system for which all the service
surveillance performance parameters have to be provided. Capacity will depend upon the particular
environment characteristics (i.e. traffic densities, area of coverage required).
Total load: Maximum number of aircraft in coverage.
Density: Maximum number of targets within a confined area.
The two following definitions are extracted from document [RD 23].
Throughput: The rate of item provided for a service over a time interval.
Capacity: The number of service provisions able to be delivered to the end user in a period of time.

C-3 Other definitions

C - 3.1 False target report definition

A false target report is either an horizontal outlier target report or a target report (including at least
horizontal position and aircraft identity data items) that does not correspond to a true aircraft at the
reported position and at the reported time.

C - 3.2 Falsely confirmed track

A falsely confirmed track is a suite of at least 3 false target reports used to form a track.

C - 3.3 Outlier target report definition

An outlier target report is a target report corresponding to a true aircraft but showing a horizontal
position error larger than a defined threshold.

C - 3.4 Track termination delay

It is the delay between the last target report corresponding to a given aircraft and the “theoretical” exit
of this aircraft out of the operational volume (volume where the service is provided/supported) of the
surveillance system.

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C - 3.5 Track initiation delay

It is the delay between the first target report (horizontal position at least) corresponding to a new
aircraft and the “theoretical” entry of this aircraft in the operational volume (volume where the service
is provided/supported) of the surveillance system.

C-4 Environment definitions

C - 4.1 Airspace classes

The scope of this document is limited to the classes/sections of airspace where the provision of air
traffic services or functions apply and in particular to those in which the surveillance is used to
separate aircraft.
Concerning the separation service it is further stated in [RD 9] that:
Vertical or horizontal separation shall be provided:
a) between all flights in Class A and B airspaces;
b) between IFR flights in Class C, D and E airspaces;
c) between IFR flights and VFR flights in Class C airspace;
d) between IFR flights and special VFR flights; and
e) between special VFR flights, when so prescribed by the appropriate ATS authority;
Furthermore in [RD 10] it is specified that in Class A airspace only IFR are permitted whereas IFR and
VFR are permitted in Class B, C, D, E, F and G airspaces.
In class F and G airspaces separation service is not provided.
Therefore separation service is only provided between IFR flights in Class A, B, C, D and E airspaces,
between VFR flights in class B airspace and between IFR flights and VFR flights in Class B and C.
This is illustrated in Figure 17 below (special VFR flights are not shown).

Class A airspace Class B airspace

Separation
Separation Separation

IFR IFR VFR

Separation

Class C airspace Class D and E airspaces

Separation Separation

IFR VFR IFR VFR

Separation

Figure 17: Provision of separation service in Class of airspaces

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C - 4.2 Airspace Design and Complexity

The airspace structure is one of the factors that influence the determination, by a local authority, of the
separation minima to be applied by ATCOs [RD 9]. Different airspace characteristics and
environments must be taken into account and some of these include:
• Use of parallel routes or opposite routes
• Frequency of use of separation minima
• Traffic demand, peaks, averages and general patterns.
• Aircraft types or population
• The existence and location of special use airspace
• Meteorological conditions

C - 4.3 Traffic Characteristics

C - 4.3.1 5 NM horizontal separation traffic characteristics

Aircraft maximum horizontal speed is equal to 600 knots.

C - 4.3.2 3 NM horizontal separation traffic characteristics

Aircraft maximum horizontal speed is equal to 400 knots.

C - 4.4 Aircraft equipage requirements

Assumption 1: All aircraft flying IFR in the considered airspace are equipped with an
SSR transponder functioning as specified in [AD1] (Article 5 and Annex II) and further
detailed in forth coming EASA Certification Specification ACNS.
Note: Aircraft flying VFR in the considered airspace may be equipped with an SSR transponder
functioning as specified in [AD1] or with a less capable SSR transponder (e.g. Mode A/C only).

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EUROCONTROL

© September 2015 – European Organisation for the Safety of Air Navigation (EUROCONTROL)
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