Mean Speed Error  0.2 kts 
Standard Deviation Speed Error  4.4 kts 
Speed Dev. < 20 kts(non-manoeuvre phase)  99.56 % 
Speed Dev. < 70 kts(manoeuvre phases)  100% 

Mean Heading Error  -3.69 dg 
Standard Dev Heading Error  9.40 dg 
Heading Dev. < 10 dg(non-manoeuvre phase)  97.97 % 
Heading Dev. < 90 dg(manoeuvre phases)  99.91 % 

3.3 Radar Fallback System
For obvious reasons that an unexpected system stop cannot be planned, and in order to occasionally allow extensive tests at night time by Engineering Staff, an independent back-up Air Situation Picture is an absolute must.
3.3.1 Present situation
Despite the excellent availability of the TS as presented earlier, the MAS-UAC radar controllers dispose of an independent radar fallback Air Situation Picture. This picture is produced by a duplicated so-called Radar By-pass Processor (RBP system). The RBP has an independent communications part, an independent RDPS part, but shares the same ODS (Operational Input and Display system). The RBP has basically a mono-radar tracking function (mosaicing, capacity to process up to eight radars). The Code/Callsign correlation function provides for tracks with a callsign in the label for the traffic handled by the MAS-UAC.
3.3.2 Future situation
The duplicated RBP complex uses the same obsolete technology as the present ODS system. With the decommissioning of the present ODS, the RBP complex will be replaced by a new Radar Fallback System (RFS). The RFS complex consists of a distributed architecture of Unix platforms and has a separate communications subsystem(independent of RADNET), a set of seven mono-radar trackers and one multi-radar tracker, and last but not least a separate Display Processor per Controller position.
4. REMAINING RADAR-RELATED ATC FUNCTIONS
Without attempting to be exhaustive, a list of additional ATC functions/tools is given, which all base on the existence of an accurate and reliable Air Situation Picture and provide some positive contribution to the 5 NM minimum separation value:
4.1 STCA
STCA was introduced for operational use into MADAP in Feb. 1980. It is generally recognised that this function is highly appreciated by Control Staff and has significantly contributed to enhance controllers CONFIDENCE in the system.
4.2 Flight plan/Track Correlation
The tracks as produced by the TS are automatically correlated with active flight plans within the MADAP system. This correlation is in essence based on matching present or next Mode A codes, supplemented with a rudimentary position check. Manual correlation and decorrelation inputs are also available, for the rare occasions where the automatic mechanism needs manual assistance.
The aircraft identities are maintained upon planned code transition from present to next Mode A code. This is also true for transitions to distress codes and vice versa.
4.3 Automatic Mode A Code Assignment
The MADAP system has a sophisticated Mode A code management domain, which fully supports the ORCAM concept and guarantees the assignment of unique Mode A codes.
4.4 Divergence Detection and Automatic Flight plan Updates.
The actual progress of the track is permanently compared to the expected flight plan envelope. Warnings in the track label are generated when the track deviates too much from the planned trajectory. The ETO’s over the various waypoints are automatically updated via predictions based on the present track state variables.
4.5 Intention/Attitude Management.
Vertical intentions are displayed in the track label. The proper execution of the intended vertical manoeuvres is permanently monitored (each track update cycle: 4,8 sec.). Start/stop and correct execution of a vertical manoeuvre is displayed in the track label. The controller is also alerted on a conflict between controller intention (or just the absence of an intention) and the actual vertical manoeuvre.
　
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