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ATC Air Traffic Control
ATS Air Traffic Services
ATSU Air Traffic Service Unit
ATM Air Traffic Management
CASCADE Co-operative ATS through Surveillance and Communication
Applications Deployed in ECAC
EUROCONTROL European Organisation for the Safety of Air Navigation
FAA Federal Aviation Administration
GNSS Global Navigation Satellite System
HPL Horizontal Protection Limit
HIL Horizontal Integrity Limit
ICAO International Civil Aviation Organisation
INTEROP Interoperability Requirements
MEL Minimum Equipment List
NIC Navigation Integrity Category
NACp Navigation Accuracy Category
NUC Navigation Uncertainty Category
POH Pilots Operating Handbook
RFG Requirement Focus Group
SIL Surveillance Integrity Level
SPI Special Position Identifier
SPR Safety and Performance Requirements
SSR Secondary Surveillance Radar
OSED Operational Services and Environment Definition
Rc Horizontal Position Integrity Containment Radius
TMA Terminal Manoeuvring Area
14(21)
AMC 20-24
Appendix 2
Appendix 2.1: Summary of core ADS-B-NRA Operational Assumptions
• The ADS-B-NRA application assumes implementation of the procedures
contained in the PANS-ATM ADS-B amendment. Fallback procedures from
the radar environment apply to ADS-B-NRA when necessary. For
example, ATC could apply alternate procedural separation (e.g., a vertical
standard) during degraded modes.
• En route traffic density is assumed to be the same as in the current
environment in which single radar coverage would enable the provision of
a 5NM separation service for en route regions. This corresponds to low or
medium density.
• Direct Controller-Pilot Communication (VHF) is assumed to be available at
all times.
• It is assumed that the ADS-B coverage is known to the Controller in the
controlled airspace.
Appendix 2.2: Summary of core ADS-B-NRA Ground Domain Assumptions
• Controller operating procedures are assumed to be unaffected by the
selection of an ADS-B data link, i.e., the ADS-B data link is assumed to be
transparent to the controller.
• Air Traffic Controllers are assumed to follow existing procedures for
coordination and transfer of aircraft. This applies to coordinating
appropriate information with downstream units and complying with local
agreements established between ATC units regarding separation
standards to be established prior to entry into a bordering ATC unit.
• Appropriate ATS authorities are assumed to provide controllers with
adequate contingency procedures in the event of ADS-B failures or
degradation.
• It is assumed that there is a monitoring capability in the ADS-B Receive
Subsystem that monitors the health and operation of the equipment and
sends alerts and status messages to the Air Traffic Processing Subsystem.
15(21)
AMC 20-24
Appendix 3
Appendix 3: Summary of ADS-B-NRA Airborne Safety and Performance
Requirements
Parameter Requirement
Horizontal Position and Horizontal
Position Quality Indicator(s)
10-5/fh
ADS-B System Continuity 2*10-4/fh
Horizontal Position Latency1 1.5 sec/95%
Table 1: Overall Minimum Airborne ADS-B System2 Requirements
Parameter Requirement
Horizontal Position Source
• Accuracy (95%) • 5 NM Sep: 926 m
• Integrity
• Containment Radius (Rc) • 5 NM Sep: Rc=2 NM
• Source Failure Probability 10-4/h3
• Alert Failure Probability 10-3 (per position source failure event)
• Time to Alert • 5 NM Sep: 10 sec
Table 2: Minimum Horizontal Position Source Requirements
Note: for DO-260 based ADS-B transmit systems, the related encoding of the horizontal
position quality indicator through the Navigation Uncertainty Category (NUC) effectively
leads to a containment radius requirement of 1NM for a 5 NM separation service.
Note: accuracy and integrity containment radius requirements are expressed here as
guidance to related horizontal position source regulation (refer to section 8.4).
Note: the containment bound requirements reflect the outcomes of both the collision risk
assessment (CAP) and time-to-alert assessment.
Note: the accuracy and integrity containment radius requirements have to be met by the
horizontal position source, taking into account the effects of on-board latency (if not
compensated for).
An uncompensated latency of 1.5 seconds translates into a dilution in the order of 450
metres (assuming an aircraft speed of 600 knots in en-route airspace). This value of 450
metres has to be added to the actual performance of the horizontal position source(s),
　
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