SCC Activities

A broad spectrum of activities is conducted within the Surveillance and Code Coordination Unit (SCC). These are detailed below and trhough the dedicated websites for which links are provided.

CASCADE Programme

The CASCADE programme co-ordinates the deployment of initial Automatic Dependent Surveillance Broadcast (ADS-B) applications and also addresses the deployment of Wide Area Multilateration (WAM) in Europe.

The ADS-B applications currently addressed by the CASCADE Programme include those for

• Non-Radar Airspace,
• Radar Airspace,
• Airport applications.

For further information you may consult the CASCADE website.

ACID and Code Coordination Programme

Unambiguous and continuous aircraft identification is an essential and basic requirement for the provision of Air Traffic Control services in the European region. The current method of using Mode 3/A codes managed though the Originating Region Code Assignment Method (ORCAM) suffers from a number of shortcomings which have been observed over the past years.

In 2008 it was determined that downlinked aircraft identification is the most effective long-term solution to meet the objective of guaranteeing the unambiguous and continuous identification of individual aircraft within European airspace.  However, as this could not be reasonably implemented across the region before the year 2020, and to ensure that the current operational problems are addressed, it was decided that it was necessary to integrate the operational deployment of three code management procedures and processes within Air Navigation Service Provider systems across the European region in a coordinated and structured manner.   The three code management systems are;

• Mode S Elementary Surveillance (ELS)
• Centralised SSR Code Assignment and Management System (CCAMS),
• and an Enhanced version of the existing Originating Region Code Assignment Method (e-ORCAM)

The Aircraft Identification (ACID) Programme oversees the coordinated operational introduction of ELS, CCAMS and e-ORCAM) in support of Commission Implementing Regulation (EU) No 1206/2011 of 22 November 2011, which lays down requirements on aircraft identification for surveillance for the single European sky.  (Please refer to the Surveillance library section for a link to the document). One of the programme’s primary functions is to ensure that the operational methods to establish and maintain aircraft identification within one airspace of the region are seamless and completely interoperable with the methods employed in other airspace volumes of the region.

Mode S Interrogator Code Allocation

Correct and safe operation of Mode S Secondary Surveillance Radars requires that they are configured with an Interrogator Code (IC) that was specifically allocated to that radar.

In order to support the deployment of an increasing number of Mode S interrogators and to avoid a shortage of codes available for the interrogation of aircraft, there is a need to co-ordinate the allocation and use of Mode S ICs. The procedure for this purpose already exists in Europe and is currently applied under the responsibility of ICAO who delegated its practical implementation to EUROCONTROL.

EUROCONTROL's Mode S IC Allocation cell operates from within the Surveillance and Code Coordination Unit.

The Commission of the European Communities has adopted Regulation (EC) No 262/2009 of 30 March 2009, which lays down requirements for the coordinated allocation and use of Mode S interrogator codes for the single European sky.

Further detalis can be found under the link on the left hand side.

RF and Surveillance Avionics Functional Performance Analysis

RF Environmental Analysis

The 1030/1090 MHz radio frequency (RF) spectrum is at the heart of the modern surveillance infrastructure. Whilst modern surveillance techniques are more RF efficient, many older systems remain in operation and these are contributing to a congested RF environment in which transponders and ground stations are struggling to cope. 

Although detailed simulations have been made of the RF environment that transponders are operating in, they are recognised as having limitations. Therefore, to obtain an accurate view of the actual status, EUROCONTROL has developed a set of test and data analysis equipment which is carried on board an Airbus Beluga aircraft as it conducts its normal range of flights through the increasingly dense RF fog above Europe.

Periodically the captured data is downloaded from the aircraft and scrutinised by surveillance experts to determine a true image of the RF environment. Such information is key to developing safe and cost-effective strategies that stakeholders can implement to mitigate RF congestion. The information is also being used to provide evidence in support of the proposals being made to adapt the surveillance aspect of airborne collision avoidance systems (ACAS).

Through the RF and Surveillance Avionics Functional Performance Analysis Project the performance of the system can thus be ensured by providing a comprehensive means to investigate and test both airborne and ground-based components of the ATM surveillance infrastructure.

Map: Route of the Beluga Aircraft.

Surveillance Avionics Functional Performance Analysis

A dedicated project was established in 2003 to focus on the correct operation of transponders and the detection of anomalies.

An aircraft's transponder performance is comprehensively monitored by analysing data provided by ANSPs across Europe. If anomalous behaviour is identified, the issue is investigated in more detail and, if necessary, the aircraft operator or transponder manufacturers are informed of the circumstances. To conduct the investigative aspect of the task, a unique laboratory test bed has been developed that fully tests the capabilities and operations of any transponder. Using this test bed it is possible to resolve transponder anomalies without recourse to expensive flight trials.

The scope of the project has being extended with the addition of ADS-B monitoring work assessing ADS-B equipage and quality (accuracy, latency, continuity, etc). More than 1,200 ADS-B-equipped aircraft are currently monitored, and many billions of ADS-B reports have been analysed so far. The service provided is seen by many in the aviation community as a key contributor to the performance assessment of the ATM infrastructure.

Regional Monitoring Agency (RMA)

The European Regional Monitoring Agency (RMA) was established in 2003 by the EUROCONTROL PC at the request of the EANPG to provide safety oversight of European RVSM airspace.

The key responsibilities of the RMA are to:

• Verify the approval status of aircraft flying RVSM;
• Monitor generic and individual aircraft height keeping performance; and
• Conduct annual safety evaluations submitting results to EANPG

Further details can be found on EUROCONTROL Navigation Domain.

Wind Turbines

In recent times the increasing numbers of wind turbines and wind farms that are deployed throughout Europe have begun to impact upon the operation of surveillance sensors. To tackle this, a set of guidelines have been produced for use by ANSPs and wind energy bodies to assess and mitigate any detrimental impact that may occur.

This supporting documentation can be found in the library section.