final project report - sesar ju · 2017-04-21 · project number 15.01.07 edition 00.00.02 del d00...

Final Project Report

Document information

Project Title CNS System of System

Project Number 15.1.7

Project Manager E. Robert

Deliverable Name Final Project Report

Deliverable ID D00

Edition 00.00.02

Template Version

Task contributors

EUROCONTROL

This project presented the outcomes of the 15.1.7 CNS system of system project. 15.1.7 was a CNS project which has coordinated with the Communication, Navigation and Surveillance SESAR projects as well as supported the transversal SESAR project in charge of the ATM Master plan update through the development of a Technical Architecture Document (TAD) and Roadmaps for CNS domains. In addition, it provided a framework for cross-domain CNS study and delivered four ad-hoc studies: a CNS Cross-Domain Spectrum Evolution report, a feasibility Study on the Monitoring of GNNS Constellation Degradation Using ADS-B, an evaluation on the future use of voice communication and a preliminary study on the use of a non-geostationary satellite for future CNS services. Finally, a preliminary study that identified the emerging security requirements at CNS level has been conducted.

Project Number 15.01.07 Edition 00.00.02 Del D00 - Final Project Report

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©SESAR JOINT UNDERTAKING, 2015. Created by EUROCONTROL for the SESAR Joint Undertaking within the frame of the SESAR Programme co-financed by the EU and EUROCONTROL. Reprint with approval of publisher and the source properly acknowledged

Authoring & Approval

Prepared By – Authors of the document.

Name & Company Position & Title Date

Emilien Robert / EUROCONTROL Project Manager 23/03/2016

Reviewed By – Reviewers internal to the project.


Jesus Romero / Indra Project Expert 04/11/2016

Miguel Muñoz / Indra Project Expert 04/11/2016

Philippe Sacre / Eurocontrol Project Expert 04/11/2016

Erling Bergersen / AVINOR Project Expert 04/11/2016

Roberto Ronchini / Telespazio Project Expert 04/11/2016

Sebastian Stahl / DFS Project Expert 04/11/2016

Jens-Uwe Koch / DFS Project Expert 04/11/2016

Bernhard Haindl / Frequentis Project Expert 04/11/2016

Valeriu Vitan / Eurocontrol Project Expert 04/11/2016

Antonio Nogueras / Eurocontrol Project Expert 04/11/2016

Emilien Robert / Eurocontrol Project Expert 04/11/2016

Mª del Mar Tabernero / ENAIRE Project Expert 04/11/2016

Lauri Kreen / EANS Project Expert 04/11/2016


Reviewed By – Other SESAR projects, Airspace Users, staff association, military, Industrial Support, other organisations.


Valeriu Vitan / Eurocontrol WP 15.03.01 04/11/2016

Bernard Mouton / Airbus WP 9.49 04/11/2016

Borisova Radosveta / Eurocontrol WP B.04.03 04/11/2016

Philippe Jasselin / WP 15 WPM 15 Leader 04/11/2016

Didier Delibes / WP 9.49 Project Expert 04/11/2016

Francisco Salabert / WP15.03.01 Project Expert 04/11/2016

Raffi Khatcherian / WP15.01.06 Project Expert 04/11/2016

Nikos Fistas / WP15.2.7 &15.2 SWPL Project Expert 04/11/2016

Approved for submission to the SJU By – Representatives of the company involved in the project.


Emilien Robert / EUROCONTROL Project Manager 08/11/2016

Miguel Muñoz / Indra Project Expert 08/11/2016


Erling Bergersen / AVINOR Project Expert 08/11/2016

Roberto Ronchini / Telespazio Project Expert 08/11/2016

Sebastian Stahl / DFS Project Expert 08/11/2016

Jens-Uwe Koch / DFS Project Expert 08/11/2016

Bernhard Haindl / Frequentis Project Expert 08/11/2016

Valeriu Vitan / Eurocontrol Project Expert 08/11/2016


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Antonio Nogueras / Eurocontrol Project Expert 08/11/2016

Emilien Robert / Eurocontrol Project Expert 08/11/2016

Mª del Mar Tabernero / ENAIRE Project Expert 08/11/2016

Lauri Kreen / EANS Project Expert 08/11/2016


Bernard Mouton / Airbus WP 9.49 08/11/2016

Borisova Radosveta / Eurocontrol WP B.04.03 08/11/2016

Philippe Jasselin / WP 15 WPM 15 Leader 08/11/2016

Didier Delibes / WP 9.49 Project Expert 08/11/2016

Francisco Salabert / WP15.03.01 Project Expert 08/11/2016

Raffi Khatcherian / WP15.01.06 Project Expert 08/11/2016

Nikos Fistas / WP15.2.7 &15.2 SWPL Project Expert 08/11/2016

Rejected By – Representatives of the company involved in the project.


<

Rational for rejection

None

Document History

Edition Date Status Author Justification

00.00.00 23/03/2016 Draft Emilien Robert New document

00.00.01 09/09/2016 Version1 Emilien Robert Version 1

00.00.02 04/11/2016 Final version Emilien Robert Final version

Intellectual Property Rights (foreground)

This deliverable consists of SJU foreground.


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Acronyms

Term Definition

A/G Air/Ground

ABAS Aircraft Based Augmentation System

ACARS Aircraft Communications Addressing and Reporting System

ACAS Airborne Collision Avoidance System

ADF Automatic Direction Finder

ADS-B Automatic Dependent Surveillance-Broadcast

ADS-C Automatic Dependent Surveillance-Contract

AeroMACS Aeronautical Mobile Airport Communications System

AFTN Aeronautical Fixed Telecommunication Network

AIRM Aeronautical Information Referece Model

AIS Aeronautical Information Service

AMHS Aeronautical Message Handling System

ANS Air Navigation Services

ANSP Air Navigation Service Provider

AOC Airline Operational Communications

A-PNT Alternative-Position, Navigation and Timing

APV Approach Procedure with Vertical guidance

A-SMGCS Advanced-Surface Movement Guidance and Control Systems

ATFCM Air Traffic Flow and Capacity Management

ATM Air Traffic Management

ATN Aeronautical Telecommunication Network

CPDLC Controller-Pilot Data Link Communications


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Term Definition

DATIS Digital Automatic Terminal Information Service

DFMC Dual Frequency Multi Constellation

DME Distance Measuring Equipment

EATMN European Air Traffic Management Network

ECAC European Civil Aviation Conference

EGNOS European Geostationary Navigation Overlay Service

EU European Union

EUROCAE European Organisation for Civil Aviation Equipment

G/G Ground/Ground

GBAS Ground Based Augmentation System

GLONASS GLObal NAvigation Satellite System

GNSS Global Navigation Satellite System

GPS Global Positioning System

ILS Instrument Landing System

L-DACS L-band Digital Aeronautical Communications System

LNAV Lateral NAVigation

LORAN Long Range Navigation

LPV Localiser Performance with Vertical guidance

MLAT Multilateration

MLS Microwave Landing System

NAVAID NAVigation AIDs

NDB Non-Directional Beacon

PBN Performance Based Navigation

POA Plain Old ACARS


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Term Definition

PRS Public Regulated Service

PSR Primary Surveillance Radar

RNAV aRea NAVigation

RNP Required Navigation Performance

RPAS Remotely Piloted Aircraft Systems

SARPS Standard and Recommended Practices

SATCOM Satellite Communications

SBAS Satellite Based Augmentation System

SESAR Single European Sky ATM Research Programme

SJU SESAR Joint Undertaking

SMR Surface Movement Radar

SSR Secondary Surveillance Radar

TAD Technical Architecture Description

TCAS Traffic alert and Collision Avoidance System

TIS-B Traffic Information Services-Broadcast

TMA Terminal Manoeuvring Area

VDL VHF Data Link

VNAV Vertical NAVigation

VoIP Voice over IP

VOR VHF Omnidirectional Radio Range

WAM Wide Area Multilateration


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1 Project Overview

SESAR project 15.1.7 was a federating project that aims at:

Covering the development of a CNS Technological Architecture Document (TAD) in coordination with SESAR transversal project in charge of the ATM Master Plan maintenance and update.

Addressing a consolidated CNS Roadmap, combining the work of the existing Communication, Navigation and Surveillance sub-domains and linked to the Avionics roadmap

Providing a framework for CNS cross-domain technical study to improve the overall CNS robustness, efficiency and security

Combining with links to spectrum, and providing inputs into update cycles of the Master Plan,

1.1 Project progress and contribution to the Master Plan The project has coordinated with the Communication, Navigation and Surveillance SESAR projects as well as supported the transversal SESAR project in charge of the ATM Master plan update through the development of a Technical Architecture Document (TAD) and Roadmaps for CNS domains. The project has been directly involved in the different updates of the Master Plan, providing inputs for the planning and architecture. The bases of the ATM Master plan (Enablers, Operation Improvements and Standards and deployment packages) have been reviewed and modified according to the developments resulting from the SESAR projects. Update of the Master Plan for Communication, Navigation and Surveillance domain are usually driven by three main factors:

Changes in the operational services

Increasing of system performances

Environmental restrictions.

The Operational improvements are not necessarily related exclusively to the effect of a change in technology, they can relate to procedures, working methods or routines and human factor aspects. An Operational Improvement is always associated to an operational benefit and is associated to one or more “strategic objectives”, forming part of one or more directions of change. In addition, the OI could also mean the “improvement of an existing capability” and/or the introduction of a new capability. Operational services changes are reflected on the Master Plan in the concept of “Operational Improvements” (OI). This OI are created and introduced in the Master Plan by the Operational projects and they are linked to the necessary CNS Enablers involved in this operational change. In addition, other OI have been generated due to the necessity of increasing performances, cost reductions or environmental restrictions. This OI have been introduced in the Master Plan and linked to Enablers by the CNS primary.


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Different types of OI can be found, attending to the concept components defined in ICAO Doc 9854 Global Air Traffic Management Operational Concept that need to be integrated to form the ATM system. Each OI acronym attends to the following components:

AO: Aerodrome Operations

AOM: Airspace Organization and Management

AUO: Airspace Users Operations

CM: Conflict Management

CNS: Communications, Navigation and Surveillance

DCB: Demand and Capacity Balancing

IS: Information Services

SDM: ATM Service Delivery Management

TS: Traffic synchronization

Taking into account the explained above, the following tables summarizes the Operational Improvements affecting the CNS Infrastructure based on latest Master Plan version.

OI Code OI Title Enablers linked to the OI

AO-0105 Airport Safety Net for Vehicle Drivers

CTE-C02b CTE-C02d CTE-C02e CTE-C02f CTE-C02h CTE-C04

AO-0206 Enhanced Guidance Assistance to Airport Vehicle Driver Combined with Routing

CTE-C02b CTE-C02d CTE-C02e CTE-C02f CTE-C02h CTE-C03a CTE-C03b CTE-C03c CTE-C04

AO-0215 Airport ATC provision of ground-related clearances and information to vehicle drivers via datalink

CTE-C02b CTE-C02d CTE-C02e CTE-C02f CTE-C03a CTE-C03b CTE-C03c

AO-0803

Integration of Airports into ATM through Monitoring of Airport Transit View (Extension of Performance Monitoring building on A-CDM)

CTE-C06b


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AOM-0208-B Dynamic Mobile Areas (DMA) of types 1 and 2

CTE-C02b CTE-C02c CTE-C02e CTE-C02f CTE-C06b

AOM-0208-C Dynamic Mobile Areas (DMA) of type 3

CTE-C02b CTE-C02e CTE-C02f CTE-C06b

AOM-0304-B Integrated management of Mission Trajectory in trajectory based operations environment

CTE-C06d

AOM-0304-C Integrated Management of Mission Trajectories in Step 3

CTE-C02g

AUO-0225 Agreed iRBT to provide target time to ATM systems

CTE-C06b

AUO-0308-A Datalink Services used for Provision of Ground-related Clearances and Information for Step 1

CTE-C02c

AUO-0308-B Datalink Services used for Provision of Ground-related Clearances and Information for Step 2

CTE-C02c

AUO-0309 Revision of Reference Business/mission Trajectory (RBT) using datalink (aircraft on airport surface)

CTE-C02c

AUO-0505 Improved Air safety using data exchange via e.g. ADS-B for Wake Turbulence prediction

CTE-C02g

AUO-0703

Optimised enhanced braking information at a pre-selected runway exit coordinated with Ground ATC by Datalink

CTE-C02c

CM-0102-A Dynamic Sectorisation based on complexity

CTE-C05a CTE-C05b

CM-0102-B Dynamic Airspace Management based on complexity

CTE-C05b

CM-0105-A Enhanced ATC processes by the use of new CPDLC messages and related procedures

CTE-C02b CTE-C02c CTE-C02e CTE-C02f

CM-0105-B

Enhanced ATC processes by the use of new CPDLC messages and related procedures in Trajectory based operations

CTE-C02b CTE-C02e CTE-C02f

CM-0200-B Flight-centred ATC in Non-Geographically-Constrained, Low complexity En-Route environment

CTE-C01b

CM-0201-B Coordination-free Transfer of Control through use of Shared Trajectory

CTE-C06b


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CM-0605 Separation Management in En-Route using Pre-defined or User-preferred Routes with 2D RNP Specifications


CM-0606 Separation Management in the TMA using Pre-defined Routes with 2D RNP Specifications


CM-0607 Separation Management in En-Route using RBTs with 2D RNP Specifications


CM-0608 Separation Management in the TMA using RBTs with 2D RNP Specifications


CM-0704 Self Separation in Mixed Mode CTE-C02g

CNS-0001-A Rationalisation of COM systems/infrastructure for Step1

CTE-C07a CTE-C07b CTE-CGOV01 CTE-CGOV02 CTE-CGOV03

CNS-0001-B Rationalisation of COM systems/infrastructure for Step2

CTE-C01 CTE-C01a CTE-C01b CTE-C01c CTE-C02 CTE-C02c CTE-C02e CTE-C02f CTE-C03 CTE-C03a CTE-C03b CTE-C03c CTE-C04 CTE-C05 CTE-C05a CTE-C05b CTE-C06 CTE-C06a CTE-C06b CTE-C06d CTE-CGOV01 CTE-CGOV02 CTE-CGOV03


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CNS-0001-C Rationalisation of COM systems/infrastructure for Step3

CTE-C01 CTE-C01a CTE-C01b CTE-C01c CTE-C02 CTE-C02e CTE-C02f CTE-C02g CTE-C03 CTE-C03a CTE-C03b CTE-C03c CTE-C04 CTE-C05 CTE-C06 CTE-C06a CTE-C06b CTE-C06d CTE-CGOV01 CTE-CGOV02 CTE-CGOV03

DCB-0205 Short Term ATFCM Measures CTE-C06a CTE-C06b

IS-0204 Facilitated Aeronautical Data Exchanges through Digitalised/Electronic Information

CTE-C06c

IS-0303-A

Downlink of on-board 4D trajectory data to enhance ATM ground system performance: initial and time based implementation

CTE-C02c

IS-0401 Automatic Terminal Information Service Provision through Use of Datalink

CTE-C02a

IS-0402 Extended provision of Terminal Information using datalink

CTE-C02c

IS-0406 Aircraft Dissemination of Information on Weather Hazards to Other Aircraft

CTE-C02g

SDM-0201 Remotely Provided Air Traffic Service for Single Aerodrome

CTE-C05a CTE-C05b

SDM-0207 Remotely Provided Air Traffic Service for Multiple Aerodromes

CTE-C14

Table 1: Operational Improvement affecting COM Infrastructure


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AO-0308 Enhanced Arrival Procedures using Dual Thresholds (DT)

CTE-N06 CTE-N07 CTE-N07a CTE-N07b CTE-N07c

AO-0319 Enhanced Arrival procedures using Multiple Runway Aiming Points (MRAP)


AO-0320 Enhanced Arrival Procedures using Increased Glide Slope (IGS)


AO-0321 Enhanced Arrival procedures using Adaptive Increased Glide Slope (A-IGS)


AO-0322 Enhanced Arrival procedures using double slope approach


AO-0502 Improved Operations in Low Visibility Conditions

CTE-N01 CTE-N02 CTE-N03 CTE-N04 CTE-N07 CTE-N07a CTE-N07b CTE-N07c CTE-N09 CTE-N10

AO-0505-A Improve Low Visibility Operation using GBAS Cat II/III based on GPS L1

CTE-N01 CTE-N03 CTE-N04 CTE-N07 CTE-N07b


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AO-0505-B Improve Low Visibility Operation using GBAS Cat II/III based on dual GNSS

CTE-N01 CTE-N02 CTE-N03 CTE-N04 CTE-N07 CTE-N07c

AOM-0304-B Integrated management of Mission Trajectory in trajectory based operations environment

CTE-N01 CTE-N02 CTE-N03 CTE-N04 CTE-N06 CTE-N06a CTE-N06b

AOM-0404 Optimised Route Network using Advanced RNP

CTE-N01 CTE-N02 CTE-N03 CTE-N04 CTE-N08 CTE-N12 CTE-N13a CTE-NGOV01

AOM-0602 Enhanced terminal operations with APV using Barometric VNAV


AOM-0603 Enhanced Terminal Airspace for RNP-based Operations

CTE-N01 CTE-N02 CTE-N03 CTE-N04 CTE-N08 CTE-N12 CTE-N13a CTE-NGOV01

AOM-0604 Enhanced terminal operations with LPV using SBAS



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AOM-0605 Enhanced Terminal Operations with RNP transition to ILS/GLS/LPV

CTE-N01 CTE-N02 CTE-N03 CTE-N04 CTE-N06 CTE-N06a CTE-N06b CTE-N07 CTE-N07a CTE-N07b CTE-N07c

AOM-0607 Enhanced Terminal Area for efficient curved operation

CTE-N06 CTE-N06a CTE-N07d

AUO-0406 Equivalent Visual Taxi operations in Low Visibility Conditions

CTE-N07c

AUO-0613 Enhanced navigation and accuracy in LVC on the airport surface

CTE-N07b CTE-N13a

CNS-0002-A Rationalisation of NAV systems/infrastructure for Step1

CTE-N08 CTE-N11 CTE-N12 CTE-N14 CTE-NGOV01

CNS-0002-B Rationalisation of NAV systems/infrastructure for Step2

CTE-N01 CTE-N02 CTE-N03 CTE-N04 CTE-N05 CTE-N06b

CNS-0002-C Rationalisation of NAV systems/infrastructure for Step3

CTE-N01 CTE-N02 CTE-N03 CTE-N04 CTE-N05 CTE-N06b

SDM-0301 Improved access into small airports in low visibility conditions

CTE-N06 CTE-N06a CTE-N07b

Table 2: Operational Improvement affecting NAV Infrastructure


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AO-0202 Detection of FOD (Foreign Object Debris) on the Airport Surface

CTE-S02 CTE-S02a

AO-0204 Airport Vehicle Driver's Traffic Situational Awareness

CTE-S03 CTE-S03f

AO-0206 Enhanced Guidance Assistance to Airport Vehicle Driver Combined with Routing

CTE-S03 CTE-S03f

AO-0309 Minimum-Pair separations based on RSP

CTE-S01 CTE-S01a CTE-S02 CTE-S02a CTE-S04a

AUO-0605 Traffic Alerts for Pilots during Runway Operations

CTE-S03e

CM-0203 Automated Flight Conformance Monitoring

CTE-S01a CTE-S03 CTE-S03a CTE-S04 CTE-S04a CTE-S04b

CM-0207-A Advanced Automated Ground Based Flight Conformance Monitoring in En-Route

CTE-S01a CTE-S03b

CM-0210 Ground Based Flight Conformance Monitoring in En-Route using aircraft Data

CTE-S03b

CM-0801 Ground Based Safety Nets (TMA, En-Route)

CTE-S01 CTE-S01a

CM-0802 Display and use of ACAS resolution advisory downlink on the controller working position

CTE-S03g

CNS-0003-A

Rationalisation of SUR functionalities and/or technologies for CNS systems supporting cost efficiency, spectrum efficiency, etc. for Step 1

CTE-S05 CTE-SGOV02


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CNS-0003-B Rationalisation of SUR systems/infrastructure for Step2

CTE-S01a CTE-S02 CTE-S02a CTE-S02b CTE-S02c CTE-S02d CTE-S03 CTE-S03a CTE-S03b CTE-S03c CTE-S03d CTE-S04 CTE-S04a CTE-S04b CTE-S06 CTE-SGOV01 CTE-SGOV02

CNS-0003-C Rationalisation of SUR systems/infrastructure for Step3

CTE-S01a CTE-S02 CTE-S02a CTE-S02b CTE-S02c CTE-S02d CTE-S03 CTE-S03a CTE-S03b CTE-S03c CTE-S03d CTE-S04 CTE-S04a CTE-S04b CTE-S06 CTE-SGOV01 CTE-SGOV02

SDM-0201 Remotely Provided Air Traffic Service for Single Aerodrome

CTE-S02d

SDM-0205 Remotely Provided Air Traffic Services for Two Low-density Aerodromes

CTE-S02d

Table 3: Operational Improvement affecting SUR Infrastructure

The following tables are providing more details on the Communication, Navigation and Surveillance enablers. These enablers are responsible for describing changes in ATM systems and in the Master Plan.


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Enabler code Enabler Title Functional block identifier

CTE-C01 A/G Voice radio Voice Radio Station

CTE-C01a Existing Voice radio (VHF 25/8.33 kHz)

Voice Radio Station

CTE-C01b New Digital A/G Voice Voice Radio Station

CTE-C01c SATCOM Voice for ATC (Oceanic and Polar)

Voice Radio Station

CTE-C02 A/G Datalink radio Data Radio Station

CTE-C02a A/G datalink over ACARS (POA/AOA)

Routing Networking Equipment for A/G datalink

CTE-C02b A/G Datalink over ATN/OSI - Single frequency


CTE-C02c A/G Datalink over ATN/OSI - Multi frequency


CTE-C02d New Airport Datalink technology (AeroMACS)

Data Radio Station

CTE-C02e New A/G datalink using ATN/IPS over L-band

Data Radio Station

CTE-C02f Future Satcom for ATM- WP15.2.5 Precursor for SBB

Data Radio Station

CTE-C02g Air-to-Air functionality of new air ground radios

Data Radio Station

CTE-C02h Future Satcom for ATM- WP15.2.6/IRIS

Data Radio Station

CTE-C03 Commercial Telecom Infrastructure (SATCOM, Gatelink)

Commercial Telecom Infrastructure

CTE-C03a Commercial wireless technologies at the Airport surface


CTE-C03b Broadband Satcom Datalink (i.e. Global Express)


CTE-C03c

Commercial wireless technologies at the Airport surface (not for safety-critical services)


CTE-C04 Routing/Networking ground Infrastructure for future A/G Datalink



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CTE-C05 Ground ATS Voice Ground ATM Networks

CTE-C05a VoIP for ground telephony Ground ATM Networks

CTE-C05b Digital Voice/VoIP for ground segment of Air-Ground voice

Ground ATM Networks

CTE-C06 Ground ATM Data communication Network

Ground ATM Networks

CTE-C06a PENS - Phase 1 Ground ATM Networks

CTE-C06b PENS - Phase 2 Ground ATM Networks

CTE-C06c AMHS Ground ATM Networks

CTE-C06d Gateway for CIV/MIL Interoperability

Ground ATM Networks

CTE-C07a VDL2 infrastructure optimisation

Ground ATM Networks

CTE-C07b Frequency Optimisation Ground ATM Networks

CTE-C14 Advanced VCS (Voice Com System) for multiple remote towers

Ground ATM Networks

CTE-CGOV01 Data communications Service Provision for ATS and AOC services

Regulation

CTE-CGOV02

Data and voice Communications Service Provision for ATS and AOC services

Regulation

CTE-CGOV03 Telco service provider for IP data network supporting ATM services

Regulation

Table 4: Allocation of ENs to functional blocks (COM)


CTE-N01 GPS L1/L5 Satellite Navigation Service Provider (GPS)

CTE-N02 GALILEO E1/E5 Satellite Navigation Service Provider (GALILEO)

CTE-N03 GLONASS-K Satellite Navigation Service Provider (GLONASS)

CTE-N04 BEIDOU Satellite Navigation Service


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Provider (BEIDOU)

CTE-N05 GNSS performance assessment system

GNSS Monitoring

CTE-N06 Space Based Augmentation System (SBAS)

SBAS

CTE-N06a EGNOS V2.4.X. SBAS

CTE-N06b EGNOS V3 SBAS

CTE-N07 Ground Based Augmentation System (GBAS)

GBAS

CTE-N07a GBAS Cat I based on Single-Constellation / Single Frequency GNSS (GPS L1)

GBAS

CTE-N07b GBAS Cat II/III based on Single-Constellation / Single-Frequency GNSS (GPS L1)

GBAS

CTE-N07c

GBAS Cat II/III based on Multi-Constellation / Multi-Frequency (MCMF) GNSS (GPS+ GALILEO / L1 + L5)

GBAS

CTE-N07d GBAS service volume extension

GBAS

CTE-N08 DME Ground Infrastructure optimisation

DME

CTE-N09 ILS (Instrument Landing System)

ILS

CTE-N10 Microwave Landing System (MLS)

MLS

CTE-N11 NDB Decommissioning NDB

CTE-N12 VOR/DME MON (Minimum Operational Network)

VOR/DME

CTE-N13a A-PNT (Alternative Positioning Navigation and Timing)

GNSS

CTE-N14 Rationalisation of approach and landing systems

Landing systems

CTE-NGOV01 Ground Navaids Optimisation/Rationalisation Plans

PBN

Table 5: Allocation of ENs to functional blocks (NAV)


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CTE-S01 Secondary SUR Radars Independent Cooperative Surveillance sensors (Secondary SUR Radars) for En-route and TMA

CTE-S01a SSR Mode A/C/S

Independent Cooperative Surveillance using Secondary Surveillance Radar, including Mode A/C and Mode S technology for En-route and TMA

CTE-S02 Primary SUR sensor Independent Non-Cooperative Surveillance sensors

CTE-S02a Primary Surveillance Radar

Independent Non-Cooperative Surveillance using Primary Surveillance Radar for En-route and TMA

CTE-S02b Surface Movement Radar Independent Non-Cooperative Surveillance for airport surface using Surface Movement Radar

CTE-S02c Multi Static Primary Surveillance Radar

Independent Non-Cooperative Surveillance using Multi-Static Primary Surveillance Radar for TMA

CTE-S02d Video Surveillance Independent Non-Cooperative Surveillance for airport surface using Video Surveillance

CTE-S03 ADS-B Receiving Station

ADS-B Receiving station for the provision of NRA, RAD and APT surveillance including Satellite-based receiving stations. The enabler includes existing (ED-102, ED102A) and future data link (ED-102A+)

CTE-S03a ADS-B station for NRA surveillance

ADS-B station for provision of Non-Radar Airspace Surveillance, compliant with EUROCAE ED-129 and receiving ED-102 squitter format

CTE-S03b ADS-B station for RAD and APT surveillance

ADS-B station for provision of Radar and Airport surveillance, compliant with EUROCAE ED129A and receiving ED-102A squitter format

CTE-S03c New ADS-B station for future ADS-B applications

ADS-B station for provision future ADS-B applications, receiving ED102A+ Phase overlay squitter


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format

CTE-S03d Satellite-based ADS-B technology

ADS-B Satellite-based stations for the provision of surveillance in low density airspace

CTE-S03e ADS-B transmitter for vehicles Non-transponder device for transmission of ADS-B data in vehicles

CTE-S03f New ADS-B receiver for vehicles

ADS-B in receiver

CTE-S03g ACAS Monitoring technology

"ACAS monitoring System" is a network of receivers (modified ADS-B ground stations), ACAS server and recording & replay tools. This elements permits reception, analysis and distribution of ACAS Resolution Advisory (RA) information with better coverage and less latency periods than other methods of RA downlink

CTE-S04 Multilateration ground System

Multilateration Ground system for the provision of En-route, TMA and Airport surveillance, including WAM and MLAT techniques

CTE-S04a Wide Area Multilateration (WAM)

Wide Area Multilateration technology for the provision of independent cooperative surveillance in TMA and En route

CTE-S04b Airport Multilateration (MLAT)

Multilateration technology for the provision of independent cooperative surveillance in Airports

CTE-S05

Gradual rationalisation of conventional surveillance infrastructure (ADS-B/WAM vs SSR and MSPSR vs PSR)

Gradual integration of more recent technologies to complement the conventional surveillance sensors (ADS-B/WAM vs SSR and MSPSR vs PSR)

CTE-S06 Composite WAM/ADS-B It will be defined and developed in future versions

CTE-SGOV01 SATCOM provider for ADS-B Satellite Communications provider for the provision of ADS-B services

CTE-SGOV02 SUR Infrastructure rationalisation

The ADS-B integration into a WAM system offers the advantage of infrastructure sharing between the two


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surveillance systems, providing a more flexible and cost effective solution, and also the potential for substantial improvement of the 1090ES detection

Table 6: Allocation of ENs to functional blocks (SUR)

1.2 Project achievements

The first and main objective of this project was to support the transversal SESAR project in charge of the ATM Master Plan update [2]. This objective has been fully achieved by the development of a CNS Technical Architecture Document. This document that details a first level of CNS System decomposition supports the identification of individual and common element of communication, navigation and surveillance domain. In addition, the development of the integrated CNS roadmap complemented the ATM Master Plan by providing a detailed roadmap and strategy for the CNS infrastructure that covers the short, mid and long term evolution.

The second objective of this project was to provide a framework to support the development of ad-hoc CNS cross-domain studies. This objective has been fully achieved and five cross-domain CNS studies have been carried out: a CNS Cross-Domain Spectrum Evolution report, a feasibility Study on the Monitoring of GNNS Constellation Degradation Using ADS-B, an evaluation on the future use of voice communication, a preliminary study on the use of a non-geostationary satellite for future CNS services, and a security risk assessment for the current and future CNS systems. These fives activities have demonstrated the need for projects where communication, navigation and surveillance expertise are bring together to address cross-domain matters.

Finally, it should be noted that the project has been internally coordinated through the organisation of four face-to-face progress meeting during which all members where represented. The external coordination has been ensured by the participation to two infrastructure plenary meetings. The technical outcomes of the first and last task (Technical Architecture Document, integrated CNS roadmap and the emerging security requirements) have been presented and reviewed during two airspace user workshops.

1.3 Project Deliverables

D01-01 - CNS Technical Architecture Document: o D01-00 is the first version o D01-01 is the applicable version

The CNS Technological Architecture Document presented a first level of decomposition of CNS System of Systems as established in co-ordination with the transversal SESAR project in charge of the ATM Master plan update. Two versions of the CNS TAD have been developed (D01-00 is the first version, D01-01 is the applicable version). The first version focused on the mid-term future (2013 - 2024) whereas the second version included elements to support the longer-term evolutions (2024-2030). It provides a high level description of each Communication, Navigation or Surveillance System and a list of their in/out data flows. A dynamic analysis is also presented in the form of sequence diagrams. The latest version also includes a series of traceability tables that aim at identifying the expected mid-term evolution (2013 - 2024) and the longer-term evolutions (2024 - 2030) changes within CNS Systems, the enablers that supports the changes and the involved SESAR projects.


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Some civil-military CNS interoperability aspects are highlighted in the document for consistency with the Roadmap

D02-02 - Integrated CNS roadmap o D02-01 is the first version o D02-02 is the applicable version

The integrated CNS roadmap presented a strategic CNS view that detailed the drivers for change in CNS and described the current trend to integrate CNS systems and operations together. In addition, for each Communication, Navigation and Surveillance domain, a description of the short, mid and long term available and foreseen technology is provided, the interoperability and standardisation are addressed and a roadmap for the next decades is given. This roadmap has been drawn by concatenating together the existing SESAR roadmap and strategy [2], [17-23]. The civil/military interoperability has also been addressed based on civil and military existing roadmap [9-11]. An integrated CNS roadmap presenting the evolution of the main system and technology for each domain has also been provided. Two version of the document have been produced, the first version was a preliminary document whereas the second version was the final and applicable deliverable.

D04 - CNS Technology Assessment Part 1: CNS Cross-Domain Spectrum Evolution Report Based on the SESAR Spectrum Strategy and Vision, the first part provides an overview of current systems and associated issues per frequency band and second per CNS-domain. Building on this inventory, the two bands subject to the most potential CNS-cross-domain evolution were further analysed: the VHF band and the L band (960 to 1215 MHz). Some interesting ideas have been proposed for the VHF band that should be further pursued. Due to the pairing of ILS/VOR and DME channels, the VHF and L bands are intricately linked. The main frequency shortage in navigation concerns ILS/DME, which leads to a need to maintain marker beacons to support the ILS in some cases. Progressive implementation of RNP approaches could lead to some removal of ILS Cat I approaches and thus reduce this congestion to some extent. The coordinated development of a more equalized DME/DME network could also contribute. De-pairing of navigation frequency channels has been suggested again and will deserve further study to better evaluate the benefits in light of the effort that would be required to implement this. The same is true for the potential making available of the upper part of the VOR spectrum to VHF voice COM, following the rationalization of the VOR network. Part 2: Feasibility Study on the Monitoring of GNNS Constellation Degradation Using ADS-B The second part is a feasibility study on the use of ADS-B data to detect GNSS degradation. GNSS outages may be monitored based on data coming either from a ground monitoring network or from airborne measurements, for example by using position messages broadcast by aircraft. Several ground and airborne data collection options are presented, giving a description of their properties and a synthesis with the pros and cons. Architectural issues have been discussed, proposing a high-level architecture and suitable data processing and display solutions for the monitoring system. Finally, a prototype algorithm has been tested and validated through many simulation sessions based on real ADS-B data collected from a ground station located in southern Italy.


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Part 3: Use of voice communications in a future 4D based environment The third part addresses the A/G and G/G voice Communication solutions in a future 4D based environment. A description of the current and future operational, functional and performance voice requirements coming from EUROCAE ED-136 standard, SESAR communication project and Iris Phase 2.1 has been provided. Then, an analysis of the voice communication demands for Flexible Airspace Management has been performed, taking in particular the sector delegation concept into account. In addition, the sector-less ATM concept focusing on the impact to voice communication system and its A/G and G/G communication solutions have been addressed. Sector-less ATM is an alternative concept for air traffic management in the upper airspace which envisions en-route air traffic control without conventional sectors. Instead, a controller will be assigned several aircraft regardless of their geographic position. He will be responsible for these aircraft during their entire flight in the upper airspace. This document defined a first set of requirements and assumptions for a sector-less ATM voice communication system. It analysed the problems, like Media access control, Routing of the voice for A/G and G/G communication, etc. and compared the proposed solutions. Specific use cases were developed and the workflow for aircraft assignment, aircraft delegation, etc. was proposed. In addition, an A/G and G/G voice communication demonstrator for sector-less ATM have been developed and has been described in the document. Finally, a number of areas that could not lead to a definitive conclusion in the project timeline, and for which future investigation is required have been highlighted. Part 4: Study of DataLink/SBAS-ARAIM/Satellite-based ADS-B The fourth and last part of this task initiated a study of a common non-GEO SATCOM solution that can cover the need for air-ground information exchange within ANS as a whole. The purpose of this common solution is to obtain true global service (ANS), including service (ANS) in areas and environments where the properties of satellite-based solutions are superior – typically in remote, oceanic or low-traffic areas. Methods used are data survey for identification of possible rationalization of A/G transmissions and joint use of datalinks across services, operational benefit analysis, display of possible technical solutions and identification of need for further work.

D05 - Emerging security requirements at CNS level Report

The first section of this deliverable presents an overview of the security risk assessment methodology and how it has been applied to assess the security of Communication, Navigation and Surveillance systems. Then, a section is dedicated for each separated risk assessment for Communication, Navigation and Surveillance system respectively. In addition to the individual risk assessment, a risk assessment for an integrated CNS system recognising the growing interdependencies between the three systems has also been performed and is describes in the document. Finally, the summary of the risk assessment is presented and some mitigation is discussed.

1.4 Contribution to Standardisation SESAR Project 15.1.7 addressed the mid-term to long-term CNS architecture and evolution which is beyond standardisation activities. As such, 15.1.7 members did not contribute or participate to standardisation activities. However, the D02 CNS Roadmap listed the current standardisation and regulatory status for each of the Communication, Navigation and Surveillance domain based on existing and future European regulations [3-8].


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1.5 Project Conclusion and Recommendations Conclusions The development of a Communication, Navigation and Surveillance Technical Architecture Document fully supported the SESAR transversal projects in charge of the European ATM Master Plan. The decomposition of the CNS system of systems allowed the identification of common system between the different Communication, Navigation and Surveillance domain. Such decomposition also supported the development of the integrated CNS roadmap. The integrated CNS roadmap detailed for each of the Communication, Navigation and Surveillance domain the short, mid, and long term technologies, the target operational environment and a roadmap that draw the evolution of these technologies to support the operational improvement. Based on the individual roadmap, an integrated roadmap per flight phase has been developed. Although this document does not fully provide a holistic CNS strategy view, it is a good basis for a further development of such a strategy. The spectrum analysis performed within that project concluded that the main band that requires coordinated CNS action from aviation spectrum planning remains the L-band where the most significant compatibility and evolution challenges come from LDACS and external threats. A first overview based on the available results of the compatibility tests and simulations performed so far has been provided. LDACS standardization and deployment scenarios will need to be carefully analysed to permit the right system choices such that all CNS services can evolve in line with operational needs and maintain a high level of safety performance. The implementation of a GNSS status monitoring service based on ADS-B has been assessed as possible even if with some limitations have been identified. Several improvements of ADS-B standard have been proposed to properly identify GNSS failures and, in view of future implementation of multi-constellation airborne receivers, which specific GNSS system or constellation is available or not. Such considerations have been summarised in the form of requirements that may need to be considered during the development of future ADS-B standard. The voice communication solutions for flexible airspace management concepts like sector delegation and sector-less ATM have been analysed and future operational, functional and performance voice requirements have been considered. For allowing sector delegation between ATSUs the required main features are parallel access to frequencies from multiple ATSUs, as well as a dynamic radio and phone routing via the inter-ATSU network. For the tactical handover process access to information about which part of the airspace is being managed by which air traffic controller is essential, which leads to an acknowledged workflow process between the VCS preventing gaps in the airspace management. For sector-less ATM the impact to voice communication system and its radio and phone communication were performed. It seems that sector-less ATM would increase the throughput of an area by utilizing more flexibility airplane assignment and by improving the communication between controllers and pilots. The study highlighted that the removal of the geographical sector borders decreases the communication intensity. However the new concept reveals new problems that have to be solved, such as media access control i.e. keeping radio communication discipline, addressing i.e. routing of the voice for A/G and G/G communication, decentralized aircraft conflict management and role addressing…. Some mitigations have been identified that can address these new difficulties. The evaluation of the use of non-geostationary satellite for Communication, Navigation and / or Surveillance in northern latitude was a preliminary study and initial results have been


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obtained. The methodology used was based on a data survey for identification of possible rationalization of A/G transmissions and on the assumption of a possible joint use of datalinks across CNS services. The main results were an initial description of the current status of air-ground data transmission within an air navigation service provider (ANSP) and the uncovering of the operational need and technological possibilities for a common non-geostationary SATCOM solution. Finally, motivations to prepare for further study of this issue within the aviation community have been summarized. This CNS security risk assessment performed under this project illustrated that the current CNS system is mainly robust against unlawful interference due to the different technologies and techniques which provide the services and the bespoke nature of the system – making it difficult to successfully implement an attack. The future CNS systems will remain robust to unlawful interference but measure should be taken to continue to protect the systems – in particular the communication infrastructure as it moves to support the SWIM concept. Recommendations The project recommends continuing this activity within SESAR 2020 framework in order to better identify potential technological and functional synergies across the Communication, Navigation and Surveillance domain and to optimize the potential benefit from common infrastructure and/or system capabilities for both airborne and ground segment. In particular, the following point should be addressed:

- Analysing the Communication, Navigation and Surveillance current infrastructure, requirements and vulnerabilities as an integrated domain

- Identifying the foreseen evolution of these infrastructure and defining the future integrated ATM architecture

- Identifying a spectrum strategy across CNS

- Ensuring the civil-military interoperability for current and future CNS infrastructure


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2 References

[1] SESAR Programme Management Plan, Edition 03.00.01

[2] European ATM Master Plan

[3] Commission Implementing Regulation (EU) No 970/2014 of 12 September 2014 amending Regulation (EU) No 677/2011 laying down detailed rules for the implementation of Air Traffic Management (ATM) network functions;

[4] Commission Implementing Regulation (EU) No 1028/2014 of 26 September 2014 amending Implementing Regulation (EU) No 1207/2011 laying down requirements for the performance and the interoperability of surveillance for the Single European Sky;

[5] Commission Implementing Regulation (EU) No 1206/2011 of 22 November 2011 laying down requirements on aircraft identification for surveillance for the Single European Sky;

[6] Commission Regulation (EU) No 1332/2011 of 16 December 2011 laying down common airspace usage requirements and operating procedures for airborne collision avoidance;

[7] Commission Implementing Regulation (EU) No 1207/2011 of 22 November 2011 laying down requirements for the performance and the interoperability of surveillance for the Single European Sky;

[8] Commission Regulation (EU) 2016/583 of 15 April 2016 amending Regulation (EU) No 1332/2011 laying down common airspace usage requirements and operating procedures for airborne collision avoidance

[9] Roadmap on Enhanced Civil-Military CNS Interoperability and Technology Convergence, Edition 2.0, EUROCONTROL, 17 October 2013;

[10] NATO Military Position on Mode S - MCM-197-04, 7 October 2004, distributed under AC/92(CNS)N(2004)0006, 21 October 2004;

[11] NATO Position on Automatic Surveillance-Broadcast (ADS-B), AC/92-D(2011)0002, 11 April 2011;

[12] ICAO EUR Regional Supplementary Procedures (SUPPS) – Doc 7030, 5th Edition Amendment No 8, 01/11/2013;

[13] EUROCONTROL Specification for ATM Surveillance System Performance Volume 1 & Volume 2 - Appendices, Edition 1.1, September 2015;

[14] SESAR WP15.04.01 D09-002 Evolution of the Surveillance Infrastructure, Edition 2.00, 26/04/2012;

[15] SESAR WP15.02.04 D03 FCI Operational Concept (updated), Edition 01.01, 09/03/2016;

[16] ICAO Aeronautical telecommunication Network (ATN) – Doc 9896 - Manual for the ATN using IPS Standards and Protocols , Edition 2.0, 07/09/2011;

[17] SESAR WP15.03.01 D04 SESAR Navigation Baseline, Edition 1.00, 20/09/2013;

[18] SESAR WP15.03.04 D04 Configuration Report, Edition 1.00.00, 23/03/2011;

[19] SESAR WP15.03.04 D08 GNSS Baseline Report, Edition 2.00.00, 25/02/2014;

[20] SESAR WP15.01.06 D04-01 SESAR Aeronautical Spectrum Strategy and Vision, Edition 1.02, 08/10/2015

[21] SESAR WP15.01.06 D04-02 Spectrum Strategy Band-by-Band, Edition 1.01, 08/10/2015

[22] SESAR WP15.01.06 D05 Implementation of the SESAR Aeronautical Spectrum Strategy & Vision, Edition 1.01.01, 07/10/2016

[23] SESAR WP15.01.06 D32 SESAR Spectrum Compliance Process, Edition 1.02, 14/07/2016

https://www.atmmasterplan.eu/


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final project report - sesar ju · 2017-04-21 · project number 15.01.07 edition 00.00.02 del d00...

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