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The ED-126 safety and performance assessments are based on the specified
performance and characteristics of GNSS systems, including receiver autonomous
integrity monitoring. Therefore, for GNSS systems as specified in section 8.4.6.2, a
safety and performance demonstration is not required.
8.4.6.2 If GNSS is used as a positional source, the GNSS system should be either
compatible with:
7 For GNSS based systems, this includes satellite constellation aspects.
8 For GNSS based position sources, the failure occurs outside the aircraft system and is therefore
expressed as per ATSU-hour. Proof of compliance of alternative solely aircraft based sources
should take this into account and might have to express the requirement as 10-5 per flight hour
(i.e. for the en-route environment).
9 As realised through receiver autonomous integrity monitoring (RAIM), including its
characteristics of increasingly less likely to fail for position errors beyond the horizontal
protection limit. Within ED-126, the position source failure is modelled as a bias error that equals
the integrity containment radius.
10 E.g. HPL/HIL based upon known RAIM protection threshold.
7(21)
AMC 20-24 Effective: 02/05/2008
Annex II to ED Decision 2008/004/R of 25/04/2008
• ETSO C-129A, TSO C-129 or TSO C-129A; or
• ETSO C-145/C-146 or TSO C-145A/C-146A,
capable of delivering position data with a periodic interval of at least 1.2 s 11.
8.4.6.3 For GNSS systems compatible with (E)TSO C-129 (any revision), it is highly
desired that the system incorporates Fault Detection and Exclusion capability as defined
in AC 20-138A, Appendix 1, “GPS as a Primary Means of Navigation for Oceanic/Remote
Operations”.
8.4.7 Use of Alternative Compliant Position Data Sources
As the ED-126 safety and performance assessments are based on the performance and
characteristics of GNSS systems, for alternative position sources a dedicated safety and
performance assessment is required to demonstrate compliance with the ED-126
requirements.
8.4.8 Use of Temporary Back-up Position Data Sources
Back-up position data sources not complying with the requirements referred to in section
8.4.3 may prove very useful in enhancing the continuity of ADS-B surveillance provision
during temporary outages of the primary (or equivalent alternative) position data
sources.
Any such back-up position data source needs to report its accuracy and integrity
performance to the ADS-B transmit system, in a format compliant with ED-102/DO-260
or DO-260A, as appropriate.
8.5 Barometric Altitude Data Sources
8.5.1 Pressure altitude provided to the ADS-B transmit system needs to be in
accordance with existing requirements for ATC transponders.
8.5.2 The digitizer code selected needs to correspond to within plus or minus 38.1 m
(125 ft), on a 95% probability basis, with the pressure-altitude information (referenced
to the standard pressure setting of 1013.25 hectopascals), used on board the aircraft to
adhere to the assigned flight profile. (ICAO Annex 10, Vol IV, 3.1.1.7.12.2.4. See also
EUROCAE ED-26).
The performance of the encoders and of the sensors needs to be independent from the
pressure setting selected.
8.5.3 The transponder should indicate correctly the altitude resolution (quantisation)
used, i.e. 25ft (from an appropriate source, default resolution) or 100ft (Gillham’s coded
source, permissible alternative resolution).
The conversion of Gillham’s coded data to another format before inputting to the
transponder is not permitted unless failure detection12 can be provided and the
resolution (quantisation) is set in the transmitted data to indicate 100ft.
8.5.4 In case more stringent barometric altimetry requirements are applicable in line
with e.g. airspace requirements (e.g. RVSM) or other function requirements (e.g. ACAS
II), then these requirements and their related regulation take precedence.
11 ETSO C-145/C146 provides additional capabilities compared with ETSO C129A such as:
processing of GPS without Selective Availability, processing of SBAS signals when available and
Fault Detection Exclusion as a basic function. Therefore ETSO C145/146 usually provides higher
quality integrity values than ETSO C-129A equipment.
12 For instance, this need can be satisfied by means of dual independent altitude corrected sensors
together with an altitude data comparator (which may be incorporated and enabled in the ADS-B
transmit system).
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Annex II to ED Decision 2008/004/R of 25/04/2008
8.6 Aircraft Identification
8.6.1 Identification needs to be provided to the ADS-B transmit system so that the
　
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