ED-117_MLAT_MOPS

MINIMUM OPERATIONAL PERFORMANCE SPECIFICATION FOR

MODE S MULTILATERATION SYSTEMS FOR USE IN ADVANCED

SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEMS

(A-SMGCS)

This document is the exclusive intellectual and commercial property of EUROCAE.

It is presently commercialised by EUROCAE.

This electronic copy is delivered to your company/organisation for internal use exclusively. In no case it may be re-sold, or hired, lent or exchanged outside your company.

ED-117

November 2003

The European Organisation for Civil Aviation Equipment

L’Organisation Européenne pour l’Equipement de l’Aviation Civile

17, rue Hamelin

Tel : 33 1 45 05 71 8875783 PARIS, Cedex 16, France

Fax : 33 1 45 05 72 30

MINIMUM OPERATIONAL PERFORMANCE SPECIFICATION FOR MODE S MULTILATERATION SYSTEMS FOR USE IN ADVANCED SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEMS

(A-SMGCS)

This document is the exclusive intellectual and commercial property of EUROCAE.

It is presently commercialised by EUROCAE.

This electronic copy is delivered to your company/organisation for internal use exclusively.

In no case it may be re-sold, or hired, lent or exchanged outside your company.

ED-117

November 2003

FOREWORD

1. This document, prepared by EUROCAE Working Group 41, was accepted by

the Council of EUROCAE on November 2003.

2. EUROCAE is an international non-profit making organisation. Membership is

open to European manufacturers of equipment for aeronautics, trade associations, national civil aviation administrations, users, and non-European organisations. Its work programme is principally directed to the preparation of performance specifications and guidance documents for civil aviation equipment, for adoption and use at European and worldwide levels.

3. The findings of EUROCAE are resolved after discussion among its members

and in cooperation with RTCA Inc., Washington DC, USA and/or the Society of

Automotive Engineers (SAE), Warrendale PA, USA through their appropriate committees.

4. EUROCAE performance specifications are recommendations only.

EUROCAE is not an official body of the European Governments; its recommendations are valid as statements of official policy only when adopted by a particular government or conference of governments. The inclusion of references to standards published by other standardisation bodies, or extracts from those standards, does not imply any safety or regulatory liability.

5. This document is compliant with the requirements of the surveillance function

within EUROCAE ED-87A. (“MASPS for Advanced Surface Movement Guidance and Control System January 2001”.)

6. Copies of this document may be obtained from:

EUROCAE

17 rue Hamelin

75783 PARIS Cedex 16

France

Tel: 33 1 45 05 71 88

Fax: 33 1 45 05 72 30

Email: eurocae@https://www.wendangku.net/doc/7215823237.html,

Web Site: https://www.wendangku.net/doc/7215823237.html,

TABLE OF CONTENTS

FOREWORD .......................................................................................................................... I CHAPTER 1 GENERAL (1)

1.1 PURPOSE AND SCOPE (1)

APPLICATIONS (1)

1.2 MOPS

1.2.1Mandating and Recommendation Phrases (2)

DESCRIPTION (2)

1.3 SYSTEM

1.3.1MLAT Applications and Operational Objectives (2)

1.3.2Operating Principles of the System (2)

1.4 COMPONENTS OF THE MULTI LATERATION SYSTEM (4)

1.5 SITING OF MLAT EQUIPMENT (6)

1.6 DEFINITIONS AND ABBREVIATIONS (6)

1.6.1Definitions (6)

1.6.2Abbreviations (10)

1.7 REFERENCES (11)

CHAPTER 2 GENERAL DESIGN REQUIREMENTS (12)

2.1 INTRODUCTION (12)

CERTIFICATION (12)

2.2 AIRWORTHINESS

AND

2.3 CONTROLS (12)

METHODOLOGY (12)

2.4 TEST

2.5 EFFECTS OF TESTS (12)

2.6 SOFTWARE AND DESIGN (12)

SAFETY (13)

2.7 HEALTH

AND

2.8 MLAT SYSTEM COVERAGE (13)

2.9 INTEGRITY (13)

PERFORMANCE

CRITERIA (13)

2.10 ADDITIONAL

2.10.1Interrogators / Receivers Installation Site (13)

2.10.2Obstruction Lights (13)

2.10.3Lightning Protection (14)

2.10.4Noise and Vibration (14)

2.10.5System Interfaces (14)

2.10.6Power Supplies (14)

2.10.7Electromagnetic Interference and Susceptibility (14)

2.10.8Expandability (14)

2.10.9Access Control/System Security (14)

2.10.10System Performance Monitoring (14)

2.10.11Availability, Reliability and Maintainability (15)

2.11 EXTERNAL

INTERFACES (16)

2.11.1ASTERIX Interface (16)

2.11.2Target Report Output Rate (17)

2.11.3Service Messages (17)

2.11.4Barometric Pressure Interface (18)

2.11.5External Time Reference Interface (18)

2.11.6Remote Maintenance Interface (18)

RECORDING (18)

2.12 DATA

2.13 TECHNICAL CONTROL AND MONITORING (REMOTE AND LOCAL) (18)

2.13.1Monitor (18)

2.13.2Control (18)

2.13.3Remote (18)

2.13.4Analysis (19)

2.13.5Reporting (19)

2.13.6Logging (19)

CHAPTER 3 MINIMUM PERFORMANCE SPECIFICATION UNDER STANDARD

CONDITIONS (20)

REQUIREMENTS (20)

3.1 SYSTEM

3.1.12D/3D Calculation (20)

3.1.2Mode S Interrogation (20)

3.1.3Test and Reference transponders (21)

REQUIREMENTS (21)

3.2 OPTIONAL

3.2.1ADS-B Decoding (21)

3.2.2Mode A/C (21)

3.3 PERFORMANCE (22)

3.3.1Update Rate (22)

3.3.2Probability of Update (22)

3.3.3Position Accuracy (22)

3.3.4Probability of MLAT Detection (23)

3.3.5Probability of Identification (PID) (23)

3.3.6System Capacity (23)

3.3.7Latency (23)

3.3.8Start - Up Time (23)

3.3.9Track Initiation (23)

3.3.10Probability of False Detection (PFD) (24)

3.3.11Probability of False Identification (24)

3.3.12Switchover Time (24)

CONDITIONS (24)

3.4 ENVIRONMENTAL

3.4.1Temperature and Humidity (24)

3.4.2precipitation (24)

3.4.3Icing (24)

3.4.4Wind Speed (24)

SUPPLY (25)

3.5 POWER

CHAPTER 4 MINIMUM PERFORMANCE SPECIFICATION UNDER ENVIRONMENTAL

TEST CONDITIONS (26)

4.1 INTRODUCTION (26)

TESTING (26)

4.2 ENVIRONMENTAL

4.2.1Test Plan and Procedures (26)

4.2.2Test Article (27)

CHAPTER 5 FACTORY TEST PROCEDURES (29)

5.1 INTRODUCTION (29)

5.2 GENERAL CONDITIONS FOR TESTING (29)

5.2.1Test Plan and Procedures (29)

5.2.2Test Article (29)

5.2.3Testing of Spare Units (29)

5.2.4Effects of Tests (29)

5.2.5Test Equipment (29)

5.2.6Test Report (30)

5.2.7Safety Precautions (30)

5.2.8Power Input (30)

5.2.9Adjustment of Equipment (30)

5.2.10Test Instrument Precautions (30)

5.2.11Environment (30)

5.2.12Connected Loads (30)

5.2.13Warm-Up Period (31)

5.3 BASIC CONFORMITY TESTS (31)

5.3.1Conformity Inspection (31)

5.3.2System Operations (31)

5.3.3Power Supply (31)

5.3.4Displays and Controls Accessibility (31)

5.3.5Data link interruption (31)

5.3.6Switchover time (31)

5.3.7Materials and Finish (31)

5.3.8Equipment Interfaces (32)

TESTS (32)

5.4 PERFORMANCE

5.4.1System Capacity (32)

5.4.2Latency (Paragraph 3.3.7) (32)

5.4.3Start Up Time and re-start (33)

5.4.4Mean Time To Repair (33)

CHAPTER 6 SITE TEST PROCEDURES (34)

6.1 INTRODUCTION (34)

6.2GENERAL CONDITIONS FOR TESTING (34)

6.2.1Test Plan and Procedures (34)

6.2.2Effects of Tests (34)

6.2.3Test Equipment (34)

6.2.4Test Report (34)

6.2.5Safety Precautions (35)

6.2.6Power Input (35)

6.2.7Associated Equipment and Systems (35)

6.2.8Environment (35)

6.2.9Warm-Up Period (35)

6.2.10General Guidelines for Test Vehicles (35)

6.3 BASIC CONFORMITY TESTS (36)

6.3.1Conformity Inspection (36)

6.3.2Maintainability (36)

6.3.3System Operations (36)

6.4 PERFORMANCE

TESTS (36)

6.4.12D/3D Calculation (36)

6.4.2Mode S Interrogation Capability (37)

6.4.3ADS-B Decoding (38)

6.4.4Mode A/C Interrogation (39)

6.4.5Update Rate (39)

6.4.6Position Accuracy (40)

6.4.7Probability of MLAT Detection (41)

6.4.8Probability of Identification (42)

6.4.9Track Initiation (43)

6.4.10Probability of False Detection (PFD) (43)

6.4.11Probability of False Identification (44)

LIST OF EUROCAE WG-41 MEMBERS (45)

LIST OF WG-41 MLAT SUBGROUP MEMBERS (46)

ED-117 IMPROVEMENT SUGGESTION FORM (47)

CHAPTER 1

GENERAL

SCOPE

1.1 PURPOSE

AND

This EUROCAE Minimum Operational Performance Specification (MOPS)

specifies the minimum performance requirements of the Multilateration (MLAT)

System which is one of the co-operative sensors for use in Advanced Surface

Movement Guidance and Control Systems (A-SMGCS). Chapter 1 of this

document provides the necessary information to understand the need for technical

characteristics and tests of this MLAT system that are described in the following

chapters. This chapter describes the typical applications of the system and the

operational objectives and along with EUROCAE ED87A, Minimum Aviation

System Performance Specifications for A-SMGCS, forms the basis for

performance criteria stated in chapters 2 and 3. Definitions and abbreviations

essential to the proper understanding of this document are also provided in

Chapter 1.

Chapter 2 describes the different physical and technical components of the MLAT

system and contains general design requirements for use as part of an A-SMGCS.

Chapter 3 contains the Minimum Operational Performance Requirements for the

MLAT system, defining performance under all environmental conditions likely to be

encountered.

Chapter 4 identifies laboratory means of testing performance characteristics of the

MLAT equipment under conditions representative of those that may be

encountered in actual operations.

Chapter 5 describes recommended test procedures for demonstrating compliance

with Chapters 2 and 3 in the factory or laboratory.

Chapter 6 describes recommended test procedures for demonstrating compliance

with the requirements of Chapter 2 and 3 for the installed MLAT system.

APPLICATIONS

1.2 MOPS

The specifications contained in this document specify desired system

characteristics that should prove useful to designers, manufacturers and users of

MLAT equipment.

It should be noted that this document provides minimum operational performance

specifications for the MLAT functions. These performance specifications are

focused on the basic MLAT applications as a co-operative sensor in a multi-sensor

A-SMGCS, as defined in EUROCAE ED87A. Performance standards for functions

or components that apply to capabilities that exceed the stated minimum

requirements are identified as optional features.

Compliance with this MOPS ensures that the MLAT will satisfactorily perform its

intended functions, as given in section 1.3, during surface movement operations.

Compliance with the MOPS does not necessarily constitute compliance with

regulatory requirements. Any regulatory application of this document wholly or in

part is the sole responsibility of the appropriate air traffic control authority.

As the measured values of the system performance characteristics may be a

function of the method of measurement, standard test conditions and methods of

testing are recommended in this document.

The word “equipment” as used in this document includes all components and units

necessary for the MLAT system to correctly perform its function.

1.2.1 Mandating and Recommendation Phrases

1.2.1.1 “Shall”

The use of the word “Shall” indicates mandated criteria; i.e. compliance with the

particular procedure or specification is mandatory and no alternative may be

applied.

1.2.1.2 “Should”

The use of the word “Should” (and phrases such as “It is recommended that …”,

etc.) indicate that though the procedure or criterion is regarded as the preferred

option, alternative procedures, specifications or criteria may be applied, provided

that the manufacturer, installer or tester could provide information or data to

adequately support and justify the alternative.

DESCRIPTION

1.3 SYSTEM

1.3.1 MLAT Applications and Operational Objectives

MLAT sensor systems in an A-SMGCS are intended for use during airport ground

operations to inform air traffic controllers of the presence, location and identification

of aircraft and/or vehicles equipped with an operational ATC transponder or

equivalent. The MLAT system is one of the sensors of the A-SMGCS.

The MLAT function is co-operative detection of stationary and moving targets on

the surface or in the vicinity of the airport. This data is destined to supply a multi-

sensor fusion system of an A-SMGCS.

As a sensor in an A-SMGCS, an MLAT combined with a primary sensor (SMR),

can provide sufficient information to unambiguously identify and track aircraft

and/or vehicles.

1.3.2 Operating Principles of the System

An MLAT system works by placing a number of receivers and/or

receiver/interrogators in precisely surveyed locations in or around an airport. The

system uses the spontaneous Mode S “squitter”* transmission and asynchronous

transponder replies as well as the responses to interrogations elicited by the MLAT

system. The system does not require any additional aircraft equipment to be

installed. Multilateration is the process of determining the target location in two (or

three) dimensions by solving the mathematical intersection of multiple hyperbolas

(or hyperboloids). It is based on the TDOA principle, the Time Difference Of Arrival

between the “arrivals” of one transponder’s signal received at several receivers.

For 2D positioning 3 receivers is the minimum number of receivers (for the

principle to work) and for 3D positioning at least 4.

Since airport surveillance presents a difficult RF environment due to shadowing by

buildings and multi-path, the number of receivers is determined according to the

airport layout and the coverage area required. Additional receivers also help to

enhance positional measuring accuracy.

The system detects each transponder signal at multiple sensor locations. The signal is time-stamped either locally or sent to a Central Processing Station and time stamped, where the difference in signal arrival time, at each sensor location, is used to estimate the transponder location. If we consider only the two-dimensional problem of surface surveillance, the TDOA of a signal at each pair of sensors has a single distinct curve upon which the transponder is located. Data from three sensors permits the system to create two solution arcs—the intersection of which is the location of the transponder. Data from a fourth sensor is required to determine a three-dimensional position estimate. Alternatively, a three-dimensional positional estimate can be calculated using only three sensors when altitude can be ascertained from an outside source (such as Mode C code or ‘on ground’ bit from the aircraft transponder).

The identity of aircraft is obtained as follows:

The ICAO 24-bit aircraft address is integrated in the Mode S transponder "squitter" message and is therefore acquired by the MLAT system.

The aircraft address is used by the MLAT system to interrogate aircraft selectively in order to obtain:

? The aircraft identification, when reported by the Mode S transponder

? The Mode A code

? The Mode C altitude.

A correlation with the flight plan must be established to obtain or confirm the aircraft flight identity. This correlation can be made by the MLAT system or by the fusion component of the A-SMGCS.

This correlation is an option for the MLAT system.

NOTE 1: The 24-bit aircraft address shall be one of more than 16,000,000 aircraft addresses allocated by ICAO to the State of Registry or common mark

registering authority and assigned uniquely to individual aircraft.

NOTE 2:The Mode S transponder aircraft identification reporting capability is a requirement of European Mode S implementing States from 2005

onwards, for various categories of flights. It requires an interface and

appropriate input device in order to transmit the aircraft identification

entered in the flight plan.

The A-SMGCS multi-sensor fusion system should have the capability to correlate a discrete Mode A code and/or reported aircraft identification with stored flight plan data.

NOTE: For several countries, there is direct correspondence between the mode S number and the tail number of the aircraft.

In any case, the A-SMGCS multi-sensor fusion system should have to know the flight number of the aircraft and/or tail number.

1.4 COMPONENTS OF THE MULTI LATERATION SYSTEM

The MLAT system consists of the following units:

? The receivers installed in or around the coverage area.

? The interrogators installed in or around the coverage area.

? Interrogator and receiver Antennas

? A Central Processor System associated to the previous interrogators / receivers.

? A synchronisation system for the TDOA if necessary.

? An inter-modules communication system (except with the on-board transponders)

? An interface to the multi-sensor fusion system.

? A Local Control and Monitoring System (LCMS) (except for the on-board transponders)

? Lightning protection system

? Un-interruptible Power Supply (UPS)

? Test transponder

Other components which should be considered in defining a complete sensor

system are:

? Remote Control and Monitoring Unit

? Obstruction Lights

Figure 1-1 is a block diagram of the basic MLAT system components

LAN R e c e i v e r s I n t e r r o g a t o r s Test/Ref. Transponders

FIGURE 1-1 : BLOCK DIAGRAM

1.5 SITING OF MLAT EQUIPMENT

Except for the on-board transponders, all the other elements will be ground based

and fixed.

The installed receivers / interrogators constitute the “sensors”. The sensors are

installed around the airport in as many locations as required to meet the required

coverage area. Consideration should be given to sites with available main power

and communications.

The antennas associated with the sensors must have clear line of sight to

transponder antennas of aircraft and vehicles that are in the sensors’ identified

coverage area. The antenna can be mounted on existing structures or new support

structures as required.

The sensor antennas must be sited such that at least 3, and preferably 4 or more

of the sensors have clear line of site, simultaneously, to an aircraft or vehicle

transponder antenna that is within the identified coverage area.

The synchronisation system, if used, has to be very precise and reliable as it is the

basis of the quality of the positioning with the MLAT technique. If the

synchronisation is based on an external reference transmitter, the sensor antennas

must have clear line of site to the reference signal. This must be considered when

selecting the installation site(s).

The Central Processing Station and Local Control and Monitoring equipment will

normally be installed at a central location such as an equipment room at the Air

Traffic Control Tower. The LCMU provides the means to configure and control the

system in addition to providing status of the system for maintenance purposes. The

Central Processing equipment receives data from the sensors and generates

target position and identification reports to be sent to the A-SMGCS.

The Communications System is utilised to send data between the sensors and the

Central Processor System. The system may be analogue or digital and make use

of a variety of media such as copper wire, fibre or RF links. The system must have

the bandwidth and quality to support the data rates sufficient to meet the system

requirements.

1.6 DEFINITIONS AND ABBREVIATIONS

1.6.1 Definitions

The following defined terms are used within the context of this document:

Accuracy

Accuracy is defined as the ability of the system to calculate a position for a target

as related to the true position of the target.

Advanced Surface Movement Guidance and Control System

Systems providing routing, guidance, surveillance and control to aircraft and

affected vehicles in order to maintain movement rate under all local weather

conditions within the Airport Visibility Operational Level (AVOL) whilst maintaining

the required level of safety.

Aerodrome (ICAO SARPS Appendix 14)

A defined area (including any buildings, installations and equipment) intended to be used wholly or in part for arrival, departure and surface movement of aircraft. Approach

Approach is defined as the area from the runway threshold out to a distance of 5 nautical miles and within the runway glide path.

Apron (ICAO SARPS Appendix 14)

A defined area on an aerodrome intended to accommodate aircraft for the purposes of loading or unloading passengers, mail or cargo, fueling, parking or maintenance.

Availability

Availability is the probability that a system or an item is in a functioning state at a given point in time.

Continuity of Service

The ability of a system or an item to perform its required function without unscheduled interruption throughout the duration of the intended operation. Coverage Area

The geographic area of interest on the airport within which the system must provide surveillance of the targets. This area may further divided into sub-areas such as manoeuvring, apron and stand.

Data Fusion

A generic term used to describe the process of combining surveillance information from two or more sensor systems or sources.

Detection

Detection is defined as a valid calculated target position.

False Target

False target is defined as any spurious target report or a real target reported to be at a position more than 50 m from its true position at the time of position measurment.

GDOP (Geometric Dilution of Precision)

The relationship between the 3 dimensional position error and the TOA measurement accuracy in the receiving stations contributing to the MLAT position under the assumption that this measurement error has equal statistics for all contributing receiving stations. (Note: The GDOP describes the influence of the geometrical configuration of the MLAT system and the related target on the position accuracy for a given target position.)

Facilities, information and advice necessary to provide continuous, unambiguous and reliable information to pilots of aircraft and drivers of vehicles to keep their aircraft or vehicles on the surfaces and assigned routes intended for their use.

Integrity

An attribute of a system or an item indicating that it can be relied on to perform correctly on demand. (It includes the ability of the system to inform the user in a timely manner of any performance degradation.

MLAT Latency

The maximum time from when a transmission from a target is received at a sensor to the time the position report is transmitted by the MLAT system.

MLAT System

An MLAT system is any group of equipment configured to provide position and identification derived from Mode S transponder signals using Time Difference of Arrival (TDOA) techniques.

Manoeuvring Area

That part of an aerodrome to be used for take-off, landing and taxiing of aircraft, excluding aprons.

Modularity

Characteristic of a system that describes its capability to be enhanced by the addition of one or more modules to improve its technical or functional performance. Monitoring/Alerting

A function of the system that provides dynamic interpretation of the traffic situation, including the verification of planned events, as well as the detection and alerting of conflicts and other hazards.

Movement Area That part of an aerodrome to be used for take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and aprons.

Plot

A plot is the position and identity of a single target obtained directly by MLAT calculation. Note: a plot is thus an untracked data set that does not necessarily contain 3 D position, velocity or state vector information.

Reference Point

A point on the geometric centerline of a target from which all positional information is measured.

Reliability

The ability of a system or an item to perform a required function under specified conditions, without failure, for a specified period of time.

An identifiable element of a function specification that can be validated and against which an implementation can be verified.

Route

A path from a defined start point to a defined end point on the movement area. Squitter

A spontaneous transmission generated at a pseudo random rate by a Mode S transponder.

Stand

A designated area on an apron intended to be used for the parking of an aircraft. Surveillance

A function of the system that provides identification and accurate positional information on aircraft, vehicles and objects within the required area.

System Capacity

System capacity is defined as the minimum number of targets that the system must process within a specified time interval.

Target

For the purposes of this document,a target is specifically defined as any vehicle or aircraft equipped with an Mode S transponder or equivalent, which has been turned on and is functioning in compliance with it’s Minimum Operating Performance Standards.

Target Identification

The correlation of a known aircraft or vehicle call-sign or other appropriate identity with target data.

Target Report

A data record containing all relevant information pertaining to a target detected by the Surveillance Element.

Time Difference of Arrival (TDOA)

The TDOA is defined as the difference in relative time that a reply from the same target is received at different sensor receivers.

Time of Arrival

The Time of Arrival is defined as the time a reply from a target is received at any sensor receiver.

Track

A progressive series of estimates of a target position.

Update

A renewal of target reports relating to all targets under surveillance.

Validation

The determination that the requirements for a product are sufficiently correct and

complete.

Verification

The evaluation of an implementation of requirements to determine that they have

been met.

1.6.2 Abbreviations

A-SMGCS Advanced Surface Movements Guidance and Control System

ASTERIX All Purpose Structured EUROCONTROL Surveillance Information

Exchange

ATC Air Traffic Control

ATCRBS Air Traffic Control Radar Beacon System

BDS Comm-B Data Selector Code

BITE Built-in Test Equipment

CMS Control and Monitoring System

EUROCAE European Organization for Civil Aviation Equipment

GDOP Geometric Dilution Of Precision

GICB Ground Initial Comm-B

HMI Human Machine Interface

Code

IC Interrogator

ICAO International Civil Aviation Organization

LCMS Local Control and Monitoring System

LRU Line Replaceable Unit

MASPS Minimum Aviation System Performance Specification

MLAT Multilateration

MOPS Minimum Operational Performance Specification

MTBCF Mean Time Between Critical Failure

MTTR Mean Time To Repair

PFD Probability of False Detection

PFID Probability of False Identification

Identification

PID Probability

of

Availability

Maintainability,

RMA Reliability,

RTCA Requirements and Technical Concepts for Aviation

SMR Surface Movement Radar

SNMP Simple Network Management Protocol

TDOA Time Difference of Arrival

System

UPS Un-interruptible

Power

1.7 REFERENCES

The following documents are incorporated by reference. The latest issue in effect

shall be the one that will apply.

1. EUROCAE ED-87A: Minimum Aviation System Performance Specification

for Advanced Surface Movement Guidance and Control Systems (January

2001)

2. EUROCAE ED-79/SAE ARP 4754: Certification Considerations for Highly

Integrated or Complex Aircraft Systems (April 1997)

3. ICAO AOPG: Manual of Advanced Surface Movement Guidance and Control

Systems (A-SMGCS) in preparation.

4. EUROCAE ED-200A: Report on Surface Movement Guidance and Control

Systems (February 1994)

5. EUROCONTROL: Operational Concept Document for A-SMGCS Ground

Control Assistance Tools for Europe (AGATE) (Edition 1.0, February 1998)

6. EUROCONTROL: High Level Business Case Document for A-SMGCS

Ground Control Assistance Tools for Europe (AGATE) (Edition 1.0,

November 1998)

7. ICAO AOPG: Manual of Advanced Surface Movement Guidance and Control

Systems (A-SMGCS) in preparation.

8. ICAO: SARPS Annex 14 Aerodromes

9. ICAO: Aerodrome Design Manual (Doc. 9157, 1993)

10. ICAO Annex 10 Volume IV ( Radar of surveillance systems and anti-collision

systems)

11. EUROCAE ED 82A: Minimum Operational Performance Specification for

Mode S Aircraft Data-link Processors ( November, 1999 )

12. EUROCAE ED 73B: Minimum Operational Performance Specification for

Secondary Surveillance Radar Mode S Transponders (January, 2003)

13. EUROCAE ED-115: Minimum Operational Performance Specification for

Light Aviation Secondary Surveillance Radar Transponders (August 2002)

14. RTCA/DO-181A: Minimum Operational Performance Standards for Air

Traffic Control Radar Beacon System/Mode Select (ATCRBS/Mode S)

Airborne Equipment (January 1992)

15. EUROCAE ED-109: Guidelines for Communication, Navigation, Surveillance

and Air Traffic Management (CNS/ATM) Systems Software Integrity

Assurance (March 2002)

16. ICAO Document 9688-AN/952: Manual on Mode S Specific Services (1997)

17. EUROCONTROL: Standard Document for Surveillance Data Exchange ;

Part 7 Transmission of Monosensor Surface Movement Data (Edition 0.30,

November 2001)

18. EUROCAE ED-101: “MOPS for Mode S Specific Service Applications”

(August 2000)

CHAPTER 2

GENERAL DESIGN REQUIREMENTS

2.1 INTRODUCTION

This chapter establishes the design criteria and general operational requirements

for MLAT systems.

Other aspects of the MLAT system design are purely dependent on the

manufacturer’s philosophy as long as the minimum operational performance

requirements specified in Chapter 3 are met.

CERTIFICATION

AND

2.2 AIRWORTHINESS

The MLAT system is ground-based equipment and as such has no airworthiness

requirements. The system will be required to meet European EMC standards as

well as maintaining emissions within ITU regulations.

MLAT system shall in no way, under normal or fault conditions, impair the

airworthiness of aircraft in the vicinity.

The MLAT system shall in no way, under normal or fault conditions, impair the

operation of any communication, navigation or surveillance system.

2.3 CONTROLS

MLAT system shall be designed so that controls intended for use during normal

operations cannot be operated in any position, combination or sequence that would

result in a condition detrimental to the reliability of the MLAT system.

METHODOLOGY

2.4 TEST

Tests should be performed using a combination of modelling and simulation, direct

performance measurement on site, and analysis and extrapolation of results.

Normally, testing of individual items of equipment would be performed both at the

factory or laboratory and on site. Whereas the complete MLAT system test can

only reasonably be conducted on site, using a combination of targets of opportunity

and controlled aircraft and vehicles.

2.5 EFFECTS OF TESTS

Unless otherwise stated, the design of the MLAT system shall be such that during

and after the application of the tests specified in chapter 5 and 6 no condition

exists which would be detrimental to the subsequent performance of the system.

DESIGN

2.6 SOFTWARE

AND

Software design shall follow the guidelines specified in document EUROCAE ED-

109. The software criticality level will depend on the particular system function and

application, however assurance level 4 should be used as a minimum.

SAFETY

AND

2.7 HEALTH

The MLAT system shall comply with all relevant health and safety legislation;

European Standard; or Code of Practice, including but not limited to the following:

? Inflammable atmospheres

? Human Exposure (International commission on non-ionising radiation protection (ICNIRP) guidelines)

? Electro-mechanical detonators

? Hazardous Substances

2.8 MLAT SYSTEM COVERAGE

The MLAT sensor system will normally be expected to provide continuous

coverage of all targets on those areas of the aerodrome where aircraft movements

take place.

The coverage will include the movement area on the surface and extending to a

height of 100 metres above the surface and the airspace used by arriving and

departing traffic to a distance of 5 nm.

The system should be designed, installed and optimised such that the loss of data

from any single receiver or interrogator does not cause a loss of the required

coverage.

2.9 INTEGRITY

The system design should preclude failures that result in erroneous data for

operationally significant time periods.

The system should have the ability to provide continuous validation of data and

timely alerts to the user when the system must not be used for the intended

operation. The validity of the data should be assessed by the system in

accordance with any assigned priority given to that data.

System designers should ensure that the MLAT system includes performance and

integrity monitoring based on field mounted test targets, enabling the verification of

the end to end performance of the system. Appropriate action must be defined for

situations where the performance is below specified minima.

PERFORMANCE

CRITERIA

2.10 ADDITIONAL

2.10.1 Interrogators / Receivers Installation Site

The interrogators/receivers cases and antennas should be mounted on a suitable

building, mast, or tower. The chosen site should permit clear line of site to all parts

of the specified coverage area.

The stability of the installation site should be sufficient to ensure system

performance requirements under all specified operating weather conditions, in

particular the specified operating wind speed and ice loading.

Lights

2.10.2 Obstruction

Consideration should be given to the mounting of obstruction lights as required

under ICAO Annex 14.