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c. Numbers and locations of crossing tracks
d. Amount of traffic operating on opposite direction tracks
e. Amount of traffic transitioning altitudes
f. Nature of the aircraft population (i.e., the diversity of traffic with respect
to aircraft performance and equipage, such as the mix of various
speeds, climb performance, and desired optimal flight levels)
g. Peak and average traffic demands versus system capacity
h. Runway capacities and the limitations of associated ground services
i. Any adjoining special use airspace, airspace usage, and types of activities
including the civil/military mix
j. Regional meteorological conditions (e.g., the prevalence of convective
storms, etc.)
8. Designated airspace classifications.
9. Flow management capability (ability to control traffic input to ATC)
a. Strategic air traffic flow management
b. Tactical air traffic flow management
c. Ad hoc ATC "in trail" restrictions or enhancements
d. Procedural restrictions (e.g., by local operating procedures).
10. Special airspace restrictions
SEPARATION SAFETY MODELING
A-8
a. Restricted airspace
b. Special use airspace
c. Traffic flow restrictions
d. Noise abatement restrictions
11. Special situations
a. Air shows
b. Other aviation-intensive events (e.g., Olympics)
c. Military exercises
d. Formation flight
12. Backup procedures
C. Communication capability
1. Direct controller/pilot voice communication (VHF/HF/SATCOM)
2. Indirect controller/pilot voice communication (HF)
3. Controller/pilot data link communication (CPDLC)
4. Controller/controller voice and automated data link communication, both
inter and intra ATS unit(s)
5. Data link between ground ATC automation systems and aircraft flight
management computers
6. System availability, reliability, and capacity
7. Backup systems and procedures
D. Aircraft
1. Certification standards
a. Airframe
b. Power plant
c. Systems
2. Maintenance [including manuals]
a. Airframe
b. Power plant
c. Systems
3. Airplane/power plant [applies for normal operation and abnormal operation
(loss of engine, or failure of some airplane systems)]
a. Speed and altitude envelope of the airplane type [This factor may
contribute to exposure frequency in cruise operation in a given
airspace.]
b. Climb and descent profiles (speed/thrust/altitude profiles) [may affect
exposure frequency in climb and descent]
c. Maneuver response capability (e.g., to a controller or TCAS/ACAS
alert), such as:
i. Engine spool up time
ii. Airframe inertia
iii. Rate of climb or descent
iv. Level acceleration/deceleration
d. Airplane dimensions and wake vortex profile
APPENDIX A
FACTORS POTENTIALLY AFFECTING SEPARATION SAFETY
A-9
[The physical dimensions are parameters considered by the ICAO
collision risk model]
4. Airplane systems factors
a. Navigation sensor compliment
[The number and "quality" of these units varies; newer digital systems
typically have superior performance]
i. ADF
ii. VOR
iii. DME
iv. IRS (newer, strap-down inertial reference systems)
v. INS (older, gimbaled inertial reference systems)
vi. Loran
vii. Omega
viii. Satellite-based systems such as GPS, GLONASS
ix. Other
b. Navigation systems
i. Navigation computer system
[Most in-production commercial airplanes have
these systems which include "multi-sensor"
navigation systems, which combine inertial with
"best position" estimation algorithms based on
complimentary or Kalman filtered estimation
algorithms]
ii. Other, like-capability area navigation (RNAV) systems (on other
aircraft)
iii. Navigation System Performance
1) Required navigation performance (RNP)
a) Typical and non-typical performance (e.g., MASPS/MOPS;
RTCA SC-181 documents)
b) Time-keeping accuracy.
2) Reliability/availability
3) Integrity
4) Effects of more accurate navigation
a) “Unfortunate” interaction of pilot blunder/altitude
misassignment and more accurate navigation (i.e., a blunder
would be more likely to put one aircraft right on top of
another because of the more accurate horizontal navigation
provided by GPS)
[iv. Details about navigation systems
1) Navigation system guidance may be 2-D or 3-D, use a
reference path to generate simple deviation, or more
sophisticated flight director "commands." The most
sophisticated systems allow "coupled" operation to a flight
control computer. For flight management systems, this
　
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