Surveillance Strategy
ENRI International Workshop on ATM/CNS
March 2009

Mel Rees
Head of CNS
EUROCONTROL

1

Pillars of ATM Ground Based Surveillance
Non-Cooperative Independent Surveillance:
Determines the (2D) position without reliance on aircraft avionicsz

Primary Surveillance Radar (PSR)

Cooperative Independent Surveillance:
Provides the calculated aircraft position and processes other aircraft avionicdata (Mode A/C/S, DAPs or ADD)z(Monopulse) Secondary Surveillance Radar (SSR), SSR Mode S, Airport
Multilateration (MLAT) and Wide Area Multilateration (WAM)

Cooperative Dependent Surveillance:
Provides the aircraft derived position (GPS or INS) and other aircraft
avionic data to broadcast “air-ground” and “air-air”
z2ADS-B (Out and In)

Surveillance Strategy
3 pillars of mutually interoperable and compatible technologies

Primary RadarMSSR

ADS-B (Out)SSR Mode S

Surveillance Data Processing Systems
3MLAT
WAM

Choice for Ground Based Surveillance
The Surveillance Strategy for ECAC does not mandate theimplementation of any of these surveillance technologies ortechniques, but leaves the choice for ground based
surveillance systems to the (ANSP) surveillance provider,depending on:z Operational requirementsz Safety assessmentz The business case (geography, cost, topology, preference,integration risk, redundancy, integrity, etc).
z4This relies on the availability of a suitable transponder.

SPI IR
The draft Surveillance Performance and Interoperability
Implementing Rule (SPI IR) will specify the performance andinteroperability requirements for Surveillance, for 3/5nmseparations.
z The transponder must therefore support all forms of groundbased surveillance as well as enabling the air-to-air
surveillance applications.
z All aircraft flying IFR/GAT will require SSR Mode S Elementary
Surveillance (ELS) capability, andz Aircraft >5,700Kgs or >250Kts airspeed will require SSR
Enhanced Surveillance (EHS) capability, including Extended
Squitter for ADS-B.
z5Redundancy
The current EUROCONTROL Surveillance Standards specify
two independent layers of co-operative surveillance. (e.g. 2separate SSRs)z The SPI IR will require each ANSP to generate a safety case todemonstrate the required level of redundancy, depending ondensity of airspace, separation and service requirements.
z Similarly, the current standard requires PSR in major TMAs asa safety fallback. In future the specific safety case will
determine whether or not a “non-co-operative independentsurveillance” requirement exists.
z This will give ANSPs greater flexibility in providing safe, costeffective surveillance solutions.
z6

Typical TMA / En-Route Surveillance
For safety or security reasons, Non-Cooperative Independent Surveillance isimplemented, if required:- Available
PSR
Until 2020+, at least one layer of ATM ground surveillance should be an co-operative
independent surveillance to meet safety requirements:
Layer 17Layer 2

Status:MSSR/SSR Mode S

MSSR/SSR Mode S- Operational

MSSR/SSR Mode S

WAM- Operational

MSSR/SSR Mode S

ADS-B- Planned

WAM

ADS-B- Foreseen

Ground Based Surveillance at Airports
For safety reasons, Non-cooperative Independent Surveillance is implemented, if
required:
SMR- Available at most airports

To provide an Airport Situation Picture, including identification of aircraft andvehicles, a cooperative independent surveillance is required, that also supports theimplementation of higher A-SMGCS levels.
Airport Surveillance

Status:Multilateration (MLAT)- Operational at many major European airport

ADS-B

8- Planned at secondary airports

Surveillance Strategy for ECAC
The evolution for the ground based surveillance infrastructure for
En-Route and TMA applications is shown below:
2008

2010

2015

2020

Primary Surveillance Radar

SSR or SSR Mode-S infrastructure
Wide Area Multilateration
using 1090 MHz (SSR Mode A/C/S and ADS-B)
ADS-B Ground based surveillanceusing 1090 MHz Extended Squitter

Surveillance Data Processing and Distribution

Ground based surveillance infrastructure for En-Route and TMA
9Purpose / Applications:
Independent surveillance for
Non-Cooperative targets
where and when required

Ground based
position calculation
Aircraft Derived Data(ADD) delivery to theground systems andusers

Surveillance Strategy for ECAC
The evolution of the Airport surveillance infrastructure is shown below:

2008

2010

2015

2020
Purpose / Applications:Surface Movement (Primary) Radar(Airport) Multilateration and/or ADS-B

A-SMGCS level I and II(including ADS-B-APT)(Airport) Multilateration and/or ADS-B
TIS-B (or equivalent)

A-SMGCS level III and IV(including ATSA-SURF)

Surveillance Data Processing and Distribution

Surveillance Strategy at the Aerodrome10Transponder Monitoring
The Airborne Monitoring Programme is also used to track
the airborne transponder equipage: Mode-S and ADS-B
Elementary surveillance Statistics – ELSJanuary 2009

Percentage of the flights with SI code capability (bds1,0)98.73 %

Percentage of the flights with aircraft ID capability (bds1,0)99.11 %

Enhanced surveillance Statistics – EHS (bds1,0 bit25=1)
Percentage of the flights with enhanced surveillance capability

94.20 %ADS-B: Extended Squitter capability – ES (bds 1,0)
Percentage of flights with Extended Squitter capability

79.28 %

Flights with aircraft ID confirmed correct

93.15 %In the European Core area
11January 2009 dataTrend

SSR Mode S and WAMzMode S Programme – coming to completion end 2009, successful
operational introduction of Mode S transponders and ground stations ELSand EHS. Transponder anomolies being chased.

z

Some WAM systems already in operational use, however Standards not yet
generally available.
EUROCAE WG 70 “WAM MOPS” due 2009.
Certification was based on comparison with the SSR Standards; shows
performance equal to or better than SSR.
Generic WAM Safety Statement, available.
Guidelines for Approval and Introduction into service, available.

zzzz

12

ADS-B Out & Inz

Ground Surveillance Applications (ADS-B Out)In a non-radar environmentz In a radar environmentz On the airport surface
z

2008
ADS-B
Receiverz

Airborne Surveillance Applications (ADS-B In)
Airborne situational awarenessz Visual separation on approachz In Trail Procedurez Situational awareness on the surface
z132011

Pioneer Aircraft
Absolute Position Error
500

Average of TPE_95

5NM =926m

450400TransponderMake
GNSSMMRMake

350XpM1 - GM1
XpM1 - GM2
XpM1 - GM3
XpM1 - GM4
XpM2 - GM1
XpM2 - GM2
XpM2 - GM3
XpM3 - GM1
XpM3 - GM2
XpM3 - GM330025020015010050Op5Op6Op71Op15

AcT5

AcT8AcT3

AcT2

AcT11Op9 Op12Op13
Op14AcT10AcT2

AcT8

AcT6Op82
Phase Operator ICAOType

14

AcT7

AcT8

AcT7

AcT2

AcT10

AcT9

AcT7

AcT2

AcT8

AcT7

AcT5

AcT6Op4

AcT2

Op2 Op3

AcT2

AcT4

AcT3

AcT8

AcT7Op11

AcT3Op10

AcT3

AcT30Op17

Pioneer Aircraft Latency(95 % Bound)0Average of L_95-0,2TransponderMake
GNSSMMRMake-0,4

XpM1 - GM1
XpM1 - GM2
XpM1 - GM3
XpM1 - GM4
XpM2 - GM1
XpM2 - GM2
XpM2 - GM3
XpM3 - GM1
XpM3 - GM2
XpM3 - GM3-0,6-0,8-1-1,2-1,41,5 secs

-1,6Op15

AcT5AcT8AcT3

AcT2

AcT11

AcT10

AcT2

Op12Op13Op14
2

Phase Operator ICAOType15

AcT8Op9

AcT6

AcT2Op81

AcT7

AcT3Op7

AcT8Op6

AcT7Op5

AcT2AcT10Op4

AcT2

AcT8AcT7AcT6AcT5AcT2AcT4AcT3Op2 Op3

AcT7Op11AcT8AcT7

AcT3-1,8Op17

Pioneer Aircraft Latency(99.9 % Bound)0

Average of L_999-0,5TransponderMake
GNSSMMRMake-1

XpM1 - GM1
XpM1 - GM2
XpM1 - GM3
XpM1 - GM4
XpM2 - GM1
XpM2 - GM2
XpM2 - GM3
XpM3 - GM1
XpM3 - GM2
XpM3 - GM3-1,5-2-2,53 secs

-3Op5Op6Op7Op152

AcT5AcT8

AcT3

AcT2

AcT11AcT10AcT2

AcT8Op9 Op12Op13Op14

Phase Operator ICAOType

16AcT6Op81

AcT7AcT8AcT7AcT2AcT10AcT9AcT7AcT2AcT8AcT7

AcT5

AcT6Op4

AcT2

Op2 Op3

AcT2

AcT4AcT3

AcT8

AcT7Op11

AcT3Op10

AcT3

AcT3-3,5Op17

Pioneer Aircraft
FOM/NUCp Distribution
Phase 1 & 2 FoM/NUCp Distribution>145 Million Reports>145 Million Reports

60,00
51,65

Percentage %

50,00

43,16

ED-12640,00
30,00% FoM

20,00
10,00

4,08

1,00

0,00

0,01

0,07

0,02

0

12

3

40,00

0,00

8

90,00
5

FoM/NUCp

1767

Pioneer Aircraft
Resultsz18

Compared to ED-126 (NRA requirements)z

100 % of the aircraft meet the absolute position accuracy requirement (<926 m) (95%).

z

98.7 % of the aircraft meet thelatency requirement (<1.5 seconds) (95%) .

z

100% of the aircraft meet the latency requirement (<3 seconds) (99.9%).

z98,92 % of the reports meet the integrity requirement FOM >=4 .

zSome anomalies detected, currently under investigation