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the altitude errors or the statistical distributions of the various parameters that characterize the standard encounter model
or the response of pilots to the advisories are varied, when surveillance reports are not available on every cycle or when
the quantization of the altitude measurements for the intruder is varied or the altitude measurements for own aircraft arc
quantized.
4.4.2.2 STANDARD RANGE ERROR MODEL
The errors in the simulated range measurements shall be taken from a Normal distribution with mean 0 ft and standard
deviation 50 ft.
4.4.2.3 STANDARD BEARING ERROR MODEL
The errors in the simulated bearing measurements shall be taken from a Normal distribution with mean 0.0 degrees and
standard deviation 10.0 degrees.
4.4.2.4 STANDARADL TIMETRY ERROR MODEL
4.4.2.4.1 The errors in the simulated altitude measurements shall be assumed to be distributed as a Laplacian
distribution with zero mean having probability density
4.4.2.4.2 The parameter h required for the definition of the statistical distribution of altimeter error for each aircraft
shall have one of two values, 7L1 and A2, which depend on the altitude layer of the encounter as follows:
h y e r 1 2 3 4 5 6
m f t m f t m f t m f t m f t m f t
A 1 10 35 1 1 38 13 43 17 58 22 72 28 94
h~ I8 60 18 60 21 69 26 87 30 101 30 101
4.4.2.4.3 For an aircrafi equipped with ACAS the value of shall be hl.
4.4.2.4.4 For aircraft not equipped with ACAS, the value of h shall be selected randomly using the following
probabilif es;
4.4.2.5 STANDARPDIL OT MODEL
The standard pilot model used in the assessment of the performance of the collision avoidance logic shall, be that:
a) any RA is complied with by accelerating to the required rate (if necessary) after an appropriate delay;
b) when the aircraft's current rate is the same as its original rate and the original rate complies with the RA, the
aircraft continues at its original rate, which is not necessarily constant due to the possibility of acceleration in
the original tr5jeciory;
c) when the aircraft is complying with the RA, its current ratc is the same as thc original ratc and the original rate
Chapter 4 Annex 10 - Aeronautical Telecommunications
changes and consequently becomes inconsistent with the RA, the aircraft continues to comply with the RA;
d) when an initial RA requires a change in altitude rate, the aircraft responds with an acceleration of 0.25 g after a
delay of 5 s from the display of the RA;
e) when an RA is modified and the original rate complies with fie modified RA, the aircraft returns to its original rate
(if necessary) with the acceleration specified in g) after the delay specified in h);
f) when an RA is modified and the original rate does not comply with the modified RA, the aircraft responds to
comply with the RA with the acceleration specified in g) after the delay specified in h);
g) the acceleration used when an RA is modified is 0.25 g unless the modified RA is a reversed sense RA or an
increased rate RA in which case the acceleration is 0.35 g;
h) the delay used when an RA is modified is 2.5 s unless this results in the acceleration starting earlier than 5 s from
the initial RA in which case the acceleration starts 5 s from the initial RA; and
i) when an RA is cancelled, the aircraft returns to its original rate (if necessary) with an acceleration of 0.25 g after
a delay of 2.5 s.
4.4.2.6 STANDARD ENCOUNTER MODEL
4.4.2.6.1 ELEMENTOSF THE STANDARLI ENCOUNTER MODEL
4.4.2.6.1.1 In order to calculate the effect of ACAS on the risk of collision (4.4.3) and the compatibility of ACAS
with air traffic management (ATM) (4.4.4), sets of encounters shall be created for each of:
a) the two aircraft address orderings;
b) the six altitude layers;
C) nineteen encounter classes; and
d) nine or ten vmd bins as specified in 4.4.2.6.2.4.
The results for these sets shall be combined using the relative weightings given in 4.4.2.6.2.
4.4.2.6.1.1.1 Each set of encounters shall contain at least 500 independent, randomly generated encounters.
4.4.2.6.1.1.2 The two aircraft trajectories in each encounter shall be constructed with the following randomly selected
characteristics:
a) in the vertical plane:
I) a vmd from within the appropriate vmd bin;
2) a vertical rate for each aircraft at the beginning of the encounter window, il, and at the end of the encounter
window, z2 ;
3) a vertical acceleration; and
4) a start time for the vertical acceleration; and
b) and in the horizontal plane:
I) an h d ,
Annex 10 - Aeronautical Telecommunications Volume ZV
2) an approach angle;
3) a speed for each aircraft at closest approach;
4) a decision for each aircraft whether or not it turns;
　
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