Civil-Military CNS/ATM Interoperability Roadmap: Edition 1.0

Civil-Military CNS/ATM Interoperability Roadmap
Edition 1.0
milt
Cover picture is courtesy of Royal Norvegian Air Force
iii
DOCUMENT CHARACTERISTICS
TITLE

Document Identifier EDITION: EDITION DATE: Abstract This document details the migration path towards convergence/interoperability of civil and military CNS infrastructures in support of ATM functions, as required in order to reduce mixed-mode operations, safely co-exist in the same airspace applying similar operational concepts and maximise seamless information exchanges between civil and military units. The Roadmap addresses the elements of the infrastructure where there is an interface of capabilities between civil and military aircraft or ground supporting systems and seeks to foster the interoperability measures required when new systems are to be deployed. Keywords Civil-military Contact Person(s): LtCol Jorge PEREIRA Maj Sasho NESHEVSKI Interoperability CNS Tel: +32 2 729 5036 +32 2 729 3962 UNIT: DG/MIL DG/MIL 1.0 03 Jan 2006
STATUS, AUDIENCE AND ACCESSIBILITY

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DOCUMENT APPROVAL
The following table identifies all management authorities who have successively approved the present issue of this document.
AUTHORITY
NAME AND SIGNATURE
DATE
Chairman CNS FGr
Lieutenant Colonel Jorge A. Pereira
Chairman MIL Team
Colonel (retd) Luc Vervoort
CONTENTS
DOCUMENT CHARACTERISTICS . . . . . . . . . . . . . . . . . . . . . . . . . . ii DOCUMENT APPROVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iv EXECUTIVE SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1.1 1.2 1.3 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 About this document . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Responsible body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2 3 4
Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Overall CNS issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

4.1 4.2 4.3 4.4 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 ATM Security issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Rationalisation of CNS infrastructures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Applicability to Operational Air Traffic (OAT) . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Military communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 The EUROCONTROL Communications Strategy . . . . . . . . . . . . . . . . . . . . . . . .9 Civil-military communications interoperability issues . . . . . . . . . . . . . . . . . . . .10
5.4.1 Ground networks interoperability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 5.4.2 Air/Ground communications interoperability . . . . . . . . . . . . . . . . . . . . . . . 10 5.4.3 Air/Ground Voice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 5.4.4 Expansion of 8.33 kHz Channel Spacing and State Aircraft . . . . . . . . . . . 10 5.4.5 Air/Ground Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 5.4.6 Long-term communications technology convergence . . . . . . . . . . . . . . . 12
Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
5.1 5.2 5.3 5.4
5.5
Recommended actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Military requirements for aeronautical radio navigation . . . . . . . . . . . . . . . . 15 The ECAC Navigation Strategy and Implementation Plan . . . . . . . . . . . . . . 16 Civil-military navigation interoperability issues . . . . . . . . . . . . . . . . . . . . . . . . 16
6.4.2 The Global Navigation Satellite System (GNSS) . . . . . . . . . . . . . . . . . . . . 17 6.4.3 Ground-based NAVAIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 6.4.4 Required Navigation Performance (RNP) . . . . . . . . . . . . . . . . . . . . . . . . . . 17 6.4.5 Area navigation (RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 6.4.6 The required standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 6.4.7 Long-term navigation technology convergence . . . . . . . . . . . . . . . . . . . . . 19
Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
6.1 6.2 6.3 6.4
6.5
Recommended actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
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CONTENTS
7 Surveillance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
7.1 7.2 7.3 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Military surveillance requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 The EUROCONTROL Surveillance Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . 25
7.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 7.3.2 The Surveillance Strategy from today to 2010 . . . . . . . . . . . . . . . . . . . . . 26 7.3.3 The Surveillance Strategy from 2010 to 2015 . . . . . . . . . . . . . . . . . . . . . . 26 7.3.4 The Surveillance Strategy from 2015 to 2020 . . . . . . . . . . . . . . . . . . . . . . 27
7.4
Civil-military surveillance interoperability . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

7.4.2 Mode S and its interoperability with State aircraft . . . . . . . . . . . . . . . . . . 28 7.4.3 Long-term surveillance technology convergence . . . . . . . . . . . . . . . . . . . . 28
7.5
Recommended actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 European civil and military certification issues . . . . . . . . . . . . . . . . . . . . . . . .32 A harmonised approach to the certification of military aircraft . . . . . . . . . .32 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33 Working arrangements in the spectrum domain . . . . . . . . . . . . . . . . . . . . . .33 Aeronautical spectrum constraints and opportunities . . . . . . . . . . . . . . . . . .34
Certification issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

8.1 8.2 8.3
Spectrum issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

9.1 9.2 9.3
10
Other Aeronautical Systems Requirements . . . . . . . . . . . . . . . . . . . .36

10.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 10.2 Future flight management systems (FMSs) . . . . . . . . . . . . . . . . . . . . . . . . . . .36
11
GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
11.1 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 11.2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
12
Referenced and related documents . . . . . . . . . . . . . . . . . . . . . . . . . .45
ANNEX A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 ANNEX B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
EXECUTIVE SUMMARY
The Executive Summary has been developed as a separate stand-alone document.
1 INTRODUCTION
1.1
1.1.1
General
This document describes the fundamental aspects of interoperability between civil and military Communications, Navigation and Surveillance (CNS) systems, which must be considered for the development of a Civil-Military CNS/ATM Interoperability Roadmap.The proposed Interoperability Roadmap should be based on systems and procedures the substance of which is recognised by the International Civil Aviation Organisation (ICAO) and appropriate military standards. The EUROCONTROL ATM Strategy for the years 2000+ [Ref.: 01] stresses the importance of civil-military interoperability, which is the enabler of future capacity gains associated with the possible delegation of separation tasks. This interoperability will depend on the provision of accurate real-time data on aircraft position and intent or status, and improvements in flight data processing systems and CNS systems, in particular mobile data communications, increased surveillance efficiency, and navigation system performance.These improvements and quality requirements call for new forms of interoperability. The application of more dynamic use of airspace has led to a mixed environment in which all airspace users share the same airspace. In this mixed environment it is of outmost importance that civil and military aviation cooperate and coordinate through appropriate interoperable systems. The Roadmap addresses the main technical enablers required to ensure information flows between civil and military units/systems, as required for the support of both civil and military ATM operations and other military components of air operations (including air defence/air policing). The Civil-Military CNS/ATM Interoperability Roadmap is intended to contribute to improve the effectiveness of existing and new mechanisms, criteria and structures for enhancing civil-military cooperation and coordination. Ultimately it will promote airspace availability and access for military aircraft when and where needed, and the availability of sufficient spectrum allocation for the CNS/ATM systems used. With the rationalisation of European Civil Aviation Conference (ECAC) and EUROCONTROL CNS strategies and the application of common technologies, the convergence between military and civil standards will be targeted. Those common technologies should lead to improvements in the applicability of common rules and required performances (airworthiness) for both civil and military flight operations within ECAC airspace. This interoperability Roadmap should also be considered as a reference document promoting solutions for the development of integrated systems.
1.1.2
1.1.3
1.1.4
1.1.5
1.1.6
1.2
1.2.1
About this document

This document defines and describes the Civil-Military CNS/ATM Interoperability Roadmap for ECAC airspace (see the map of ECAC States in Figure 1). It describes the future evolution of the CNS/ATM environment as a component of the European Air Traffic Management System.
INTRODUCTION
Iceland
Finland Norway Sweden Estonia Latvia Ireland United Kingdom Netherlands Belgium Germany Czech Republic Slovakia France Switzerland Austria Hungary Slovenia Romania Croatia Bosnia and Herzegovina Serbia and Montenegro FYROM1 Albania Greece Bulgaria Turkey Moldova Poland Denmark Lithuania
Luxembourg
Ukraine
Monaco Portugal Spain Italy
Georgia
Azerbaijan Armenia
Malta
Cyprus
Figure 1: ECAC Member States 1.2.2
The former Yugoslav Republic of Macedonia
This Roadmap identifies general principles and future recommended actions for providing a harmonised framework for civil-military CNS/ATM systems planning for ECAC airspace. It considers available and potential communications, surveillance and navigation applications and means of supporting these applications in terms of the performance, functionalities, and enabling infrastructure required. The Roadmap is a living document which will be reviewed periodically in order to ensure that the rationale for the next step forward remains valid in the light of the progress made, and to reflect the changes which actually take place in aviation. It is anticipated that the milestones defined in this document will be included as appropriate in the relevant EUROCONTROL and national documents.The approach taken in structuring this document is to describe first the known military requirements or situation and then the current EUROCONTROL/ECAC CNS strategies, and lastly to draw the appropriate conclusions in terms of civil-military interactions. This document deals with two different subjects that are closely related.The first is the need for technical civil-military CNS interoperability for CNS infrastructure, such as interoperability of airborne avionics equipage, and the second is functional interoperability in the area of ATM services such as radar data sharing or ground communications services.
1.2.3
1.2.4
1.3
1.3.1
Responsible body
This document was produced by the EUROCONTROL Civil-Military CNS/ATM Systems Interoperability Roadmap Focus Group (CNS FG), an expert group established by and reporting to the Military Team (MILT).The ownership of the document and the responsibility for its maintenance and future updates rests with the EUROCONTROL MILT.
2 OBJECTIVES
2.1 The objective of this Roadmap is to provide a harmonised and integrated common framework that will allow the evolution of European civil-military CNS/ATM systems.This framework will support the operational improvements outlined in the EUROCONTROL ATM Strategy for the years 2000+ and will be applicable from now until after 2020. Furthermore, the Roadmap will: be a significant element of the harmonisation efforts being promoted within the framework of relevant ATM projects; identify, in the shorter term, a minimum set of civil-military CNS/ATM interoperability requirements and the progressive convergence of related CNS techniques and capabilities; take into account the fact that the ultimate interoperability objective for navigation is the promotion of total RNP capability (values); have to stay aligned with future ICAO developments in the area of required communications performance (RCP) and required surveillance performance (RSP); ensure that interoperability is the transitional means for achieving a common operational environment, whilst the full integration of CNS systems supporting ATM functions is aiming towards final common systems convergence.
2.2
These objectives make fundamentally clear that all military equipage plans in terms of ATM capabilities will be impacted although it has to be recognised that not all military aircraft will require advanced CNS fits.
3 SCOPE
3.1 This document delivers a set of principles necessary to provide a harmonised and integrated common strategic framework for Civil-Military CNS/ATM Interoperability Roadmap planning for the entire ECAC airspace. It also: 3.2 describes present and future CNS/ATM applications and the means of supporting these applications in terms of required performance, equipment functionality and enabling infrastructure; focuses on maintaining or improving the current level of flight safety; addresses the improvement of flexibility, mission effectiveness and global interoperability; covers technical, operational and regulatory aspects associated with CNS/ATM systems where civil-military interoperability is required; indicates the way forward to achieving improved convergence of civil and military CNS technologies and associated spectrum support; details the migration path towards interoperability/convergence of civil and military CNS/ATM infrastructures, in order to use the same airspace safely and achieve seamless information exchanges.
The time horizon of this document is divided into three phases: the short term (2006-2010); the medium term (2010-2015); and the long term (2015-2020 and beyond).This is in line with other ECAC/EUROCONTROL strategies and documents. In order to cross-check various implementation plans, the EUROCONTROL European Convergence and Implementation Plan (ECIP) objectives applicable to the CNS Domains are attached as Annex B.
3.3
4 OVERALL CNS ISSUES

4.1
4.1.1
General
CNS developments are driven not only by ATM needs but also by other requirements including safety and security. In the case of military ATM and air defence, CNS systems must also meet very stringent military operational requirements. These requirements have an impact on the design and development of CNS components, their test methods, validation and certification procedures. The role of the Communications, Navigation and Surveillance infrastructure is to support and enable the practical operation of ATM. Past experience has revealed deficiencies in the harmonisation and interoperability of civil-military CNS systems. CNS/ATM systems, including avionics, need as far as possible to be globally interoperable for both civil and military aviation. Great efforts have been made within the EUROCONTROL Domains and Programmes, as well as at ICAO and industry levels, to improve CNS infrastructure. Recently, airspace users, service providers and regulatory authorities (civil and military), have requested a clear CNS/ATM Interoperability Roadmap in which military aviation requirements should be taken on board. In accordance with a EUROCONTROL MILT decision, CNS FG is developing such a Civil-Military CNS/ATM Interoperability Roadmap. Interoperability, interfacing and integration will be the key components of the Roadmap. Enhancing or at least maintaining safety levels in aviation is an essential and critical element when improving efficiency and civil-military interoperability.This is and will remain the main driver throughout the development of the next generation of CNS/ATM technology. New systems and concepts emerging as technology advances offer potential improvements in terms of flight safety, efficiency and/or economy. Emerging technologies can support a variety of systems designs and implementation options, some of them still immature. Existing CNS/ATM systems suffer from shortcomings associated with technical, operational, economic and interoperability aspects. Despite the improvements achieved through harmonisation phases and the measures already in hand to provide further improvements, current systems are unlikely to be able to cope with predicted civilian traffic increases. Emerging technologies will be able to support a variety of systems designs and implementation options. These technologies will mature into new systems and concepts which will offer potential improvements in terms of flight safety, efficiency and/or economy. This Civil-Military CNS/ATM Interoperability Roadmap must be in line with expressed operational improvements, taking a gate-to-gate approach and recognising the large variety of aircraft with different capabilities seeking to operate with optimum performance by exploiting the benefits of new and/or rationalised existing systems as early as possible.
4.1.2
4.1.3
4.1.4
4.1.5
4.1.6
4.1.7
4.2
4.2.1 4.2.2 4.2.3
ATM Security issues

The growing threat to the aviation industry from terrorist acts means that the security of passengers, aircraft and even ATM facilities is assuming greater importance. Security threats (intentional acts affecting aircraft or people) may be directed at aircraft or through them to targets on the ground. ATM facilities and systems may also become threat targets. The ATM system should take the necessary protective measures in order to minimise the effectiveness of acts against ATM facilities, systems and data and the undue dissemination of data. It will also need to ensure the security of air traffic information and data systems from outside interference. In close consultation with, among others, Member States, ICAO, ECAC and the European Commission, EUROCONTROL has identified four strategic initiatives, namely:
4.2.4
OVERALL CNS ISSUES

4.2.5 establish processes to optimise the sharing of civil air traffic control (ATC) and military (ATC/air defence) surveillance information; create a European regional focal point for air traffic management information, involving civil and military interests; give priority to the validation of a high-capacity air-ground communications capability for the transmission of encrypted cockpit voice, flight data and on-board video information; ensure that both civil and military ATC procedures and training relating to hijack and other emergency situations are reviewed and harmonised.
Particular attention will need to be paid to the preparation of contingency plans designed to handle degradations of the ATM system and security-related emergency situations. Specific additional measures include the maintenance of efficient communications between the aircraft and the ground, the provision of information on the traffic situation to the authorities in charge of security and the development of suitable contingency plans.
4.3
4.3.1
Rationalisation of CNS infrastructures

An important aspect that needs to be emphasised is the fact that, in parallel with civil CNS assets, it is essential that existing military CNS infrastructures should also be considered as a valid contributor to civil-military interoperability whenever security and institutional constraints permit. The present Roadmap should therefore promote synergies between civil and military organisations, leading to an improved rationalisation of national CNS resources. Examples of military CNS systems which should be seen as having the potential to serve these purposes are UHF and HF radio communications, primary surveillance radar (PSR) systems, SSR and IFF systems, multilateration/passive systems, GPS/military SATCOM, military TACANs/VORTACs, military tactical data links, etc. The widespread migration of civil and military ground networks supporting ATM information exchanges to distributed systems based on TCP/IP technology offers enormous opportunities for the rapid rise in levels of interoperability between civil and military CNS components.These modern technologies bring the potential to benefit from a bearer support independent of waveforms, data formats and higher protocol layers. Undoubtedly, another potential benefit of using common networking standards is that CNS systems will be more highly integrated and the divergences between them less and less visible. The replacement of the X.25 based data networking, which is reaching obsolescence, represents a unique opportunity to put in place high capacity, common and seamless IP networks flowing through civil and military units capable of supporting a wide range of ATM services. If part of a well-coordinated architecture, this would also enable the rationalisation of existing civil and military CNS infrastructures, avoiding overlapping assets with mutual benefits.
4.3.2
4.3.3
4.3.4
4.4
4.4.1 4.4.2
Applicability to Operational Air Traffic (OAT)

The Roadmap does not initially specify which CNS capabilities and resources are to be used by State aircraft operating as OAT and their associated supporting infrastructure. OAT should be left outside the scope of this document. However, once regulations and procedures for OAT within Europe are completed, a minimum set of civil-military CNS interoperability aspects could be extracted from the Roadmap. Later editions of the Roadmap will, as appropriate, address OAT CNS requirements. In the medium and longer term it is not foreseen that OAT procedures and rules will be dramatically different from those applicable for GAT, hence quite consistent with the proposals made in this CNS/ATM Interoperability Roadmap. Therefore, the supporting infrastructure foreseen for military units and State aircraft operating as GAT could also be used to a larger extent to enable OAT operations as well.
4.4.3
5 COMMUNICATIONS
5.1
5.1.1
Introduction
The communications infrastructure used for civil-military ATM purposes varies from State to State but normally comprises, on the ground, switched or direct lines for inter-centre voice and flight data (OLDI) coordination as well as connections for radar data exchanges. Air navigation service providers (ANSPs) normally make available AFTN terminals which are used to exchange flight plans, NOTAMS, meteorological data and other aeronautical information. On the airborne side, only military aircraft equipped with VHF radios with channel spacing of 8.33 kHz are interoperable with the infrastructure put in place by civil ANSPs and UHF1 when provided by those ANSPs. Communications bearers used to support ATC functions still rely on ageing techniques such as the X.25 Protocol for ground connections and analogue VHF voice for air/ground communications.This situation is expected to evolve in the future towards the use in aviation of state-of-the-art communications technologies. This includes the widespread deployment of distributed ground networks based on the IP protocols and a new air/ground communications architecture offering broadband digital services capable of handling high-quality voice and data applications. The level of interoperability between civil and military CNS/ATM systems remains entirely insufficient and based only on limited local requirements. This is true not only for fixed ground communications but also for military avionics, which are normally oriented more towards warfare capabilities than ATM.
5.1.2
5.1.3
5.2
5.2.1
Military communications
Military communications and information systems (CIS) are mainly enablers for the exercise of command-and-control (C2) functions.The main purpose of CIS resources is therefore to allow the information processing and transfer required to support military decision-making, transmit commanders' orders to the forces assigned and receive reports on the execution of tasks. CIS connectivity must reach across the whole area of interest of the military alliance or organisations, regardless of where forces are deployed, and must also interlink appropriate headquarters and the integrated military structure. The key feature of today's military communications is its "joint" nature, as required, for example to support forces operating out of area. The military CIS infrastructure, including the communications segment, is used for a large variety of tactical information exchanges associated with all aspects of air operations, e.g. data from radar and other sensors, flight data, meteorology, tasking information, logistics data and administrative messaging. A relevant aspect is its usage for the transmission and fusion of data collected by remote sensors for the compilation of the Air Picture, which is essential to the exercise of C2. Military communications, which include the technical means used to support the above-mentioned C2 tasks, normally comprise the following: high-capacity fixed-backbone secure networks ideally characterised by an open and distributed architecture in the form of local and wide-area networks (LANs/WANs) supporting voice, data and multimedia formats and connected to mobile systems via appropriate interfaces; mobile communications, normally using radio sites and satellite communications, to interconnect air operations centres, controlling units, mobile platforms and deployable forces; tactical data links, e.g. Link 11 or JTIDS/MIDS Link 16, in order to extend sensor coverage and exchange data; administrative communications using multiple bearers.
5.2.2
5.2.3
5.2.4
5.2.5
For the purposes of this Roadmap, it is worth noting the limited applicability of such infrastructure to the support of ATM functions. These functions can thus hardly be considered the primary focus of military communications requirements.This does not mean, however, that military communications are totally irrelevant to ATM.
NATO clearly recognise the importance of UHF provision as the main support of air/ground voice communications for military OAT operations and as a contingency means to handle Stare aircraft not equipped with a VHF 8.33 kHz radio when operating within GAT environment.
COMMUNICATIONS
5.2.6 In many cases, there are local implementations for the regular sharing of radar data as required for coverage augmentation. In order to contribute as an important input to the required air picture as well as to the support of other military activities. Other resources in support of civil-military coordination for ATC and air defence purposes are also normally in place, namely for the exchange of ATM data, but the processes used vary from State to State.
5.3
5.3.1
The EUROCONTROL Communications Strategy

The EUROCONTROL EATMP Communications Strategy [Ref.: 03] presents the communication services which must be provided in the short, medium and long term to support the requirements of ATM, and describes the available and potential infrastructures by means of which such communication services can be provided. Many operational improvements for ATM will be enabled by a number of communications techniques, including extensive interconnection of computer networks, VHF radio with 8.33 kHz spacing for voice communications and wide deployment of data link communications.The Strategy points towards the implementation of gate-to-gate concepts via the closer integration of air and ground systems and the use of "state-of-the-art" technologies. It still envisages the need to support national security and defence requirements through the integration or interoperability of civil and military systems. Ground/ground communications services are to interconnect ATC centres, airports, regional units, airlines and external services such as air defence and meteorology services. The supporting means will be the underlying network services of a seamless European-wide network: Pan-European Network Services (PENS). The deployment of PENS, targeted to start by around 2009, is in fact the main element in the Communications Strategy in terms of ATM ground networking. PENS has been conceived as the strategic fixed ground telecommunications infrastructure for voice and data transmission and switching for the aeronautical community. PENS will be based on existing EUROCONTROL technical specifications for the use of Internet Protocol for aeronautical exchange of voice and data, and will replace legacy protocols such as X.25.This project will probably cope with the regulatory aspects that are expected to emerge from a foreseeable Single European Sky Implementing Rule on interoperability of ground-ground communications. The Aeronautical Message Handling System (AMHS) is already being implemented in some particular locations but its wide deployment by civil ANSPs is likely to occur during 2008 in order to replace segments of the current Aeronautical Fixed Telecommunications Network (AFTN) and the Common ICAO Data Interchange Network (CIDIN). From 2009 onwards, when PENS is in place, AMHS will likely migrate to this underlying network support. In the area of air/ground voice VHF communications between pilots and controllers, the main strategic goals are, in the 118 MHz to 137 MHz band, to take measures to alleviate VHF congestion and reduce the voice communication workload for the cockpit and controller. In order to pursue that objective, EUROCONTROL is continuously promoting the introduction of reduced channel spacing, from 25 kHz to 8.33 kHz, to achieve the frequency benefits necessary to relieve VHF congestion. The strategy also foresees the wide deployment of air/ground data link communications as the main enabler for the introduction of ATM improvements by intensifying the information exchanges between the cockpit and ground ATC. It is forecast that routine voice communications will start to diminish as a result of the widespread introduction of data links for non-time-critical applications. This will alleviate controller workload and improve safety and efficiency because of the associated reduction of communication errors. Nevertheless, data links will not totally replace voice exchanges, which will remain the primary means of critical communications for the foreseeable future. An important element of the Communications Strategy with regard to the deployment of mobile network services is the need for a technology decision, to be taken around 2006, on the choice of a future communications infrastructure which will support voice and data in the longer term. Later in this document, the mechanisms currently in place with a view to making progress in the area of future communications infrastructure will be described.
5.3.2
5.3.3
5.3.4
5.3.5
5.3.6
5.3.7
5.3.8
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COMMUNICATIONS
5.4
5.4.1
5.4.1.1
Civil-military communications interoperability issues

Ground networks interoperability
Although military ground communications are quickly evolving towards the use of distributed LANs/WANs alongside commercial off-the-shelf (COTS) technologies, including IP protocols, the direct interconnection of civil and military computer networks will not be immediate, although some local connections via gateways already exist. Factors that hinder such kind of links are not only institutional aspects but also of the security requirements for the processing and transmission of classified or sensitive military information, and technical aspects such as addressing scheme incompatibilities. PENS, the European-wide ATM network based on IP technology, will be deployed from 2009 mainly as an initiative of civil ANSPs. Military units involved with ATM and AD functions should be able to access the services available through this network in order to guarantee the data exchanges critical for civil-military coordination purposes.The military authorities should therefore cooperate with ANSPs to seek the conditions necessary to ensure the continued provision of this service. EUROCONTROL should act as facilitator in this process and shall make available any technical work developed in the area of interfacing with legacy systems. In the area of aeronautical messaging, both the NATO Military Message Handling System (MMHS) and the ICAO AMHS are based on the ISO X.400 standard. Also in this area, security aspects will probably severely constrain any direct interconnection of systems. AMHS will replace AFTN and CIDIN networks with effect from early 2009 approximately, but will not migrate to operation over PENS until later. Since many military units today rely on AFTN terminals to transfer aeronautical data such as flight plans, NOTAMS, meteorological data, etc., military access to AMHS will remain a civil-military interoperability requirement, probably through local agreements with civil ANSPs. Voice-over-IP is likely to be the long-term solution for inter-centre voice services and its use could be the long-term solution for voice communication links between civil and military units.
5.4.1.2
5.4.1.3
5.4.1.4
5.4.1.5
5.4.2
5.4.2.1
Air/Ground communications interoperability

A mismatch between the military air/ground communications infrastructure and the capabilities required for ATM is also the norm. Military ground VHF and UHF radio sites adjacent to C2 sensors, HF stations, satellite communications and airborne UHF and VHF transceivers are mainly devoted to supporting C2 functions associated with military operations rather than dedicated to ATC purposes. The same consideration is valid for data link airborne equipment (e.g. Link 11, JTIDS/MIDS Link 16), which is normally used to complement the coverage of ground sensors and to provide the crew with important Command and Control information. Air/Ground Voice The carriage of 8.33 kHz-capable radios is presently mandatory above FL245 within the airspace of 30 ECAC States. This airspace will be vertically expanded from 15 March 2007, when mandatory carriage will be enforced above FL195 [Ref.: 11]. Further 8.33 kHz expansion into lower airspace is likely to occur at a later date in order to increase spectrum benefits. Moreover, the ICAO EANPG/44 meeting decided that, unless a new technology or other suitable solutions meeting the demand for VHF capacity were identified and agreed by 2009, 8.33 kHz channelling might need to be introduced for all VHF voice communications requirements in Europe by about 2016.
5.4.2.2
5.4.3 5.4.3.1
5.4.3.2
5.4.4
5.4.4.1
Expansion of 8.33 kHz Channel Spacing and State Aircraft

Today, State aircraft which are non-8.33 kHz capable are allowed to operate as GAT within 8.33 kHz airspace, above FL245, providing they are UHF equipped and flying in that airspace on an occasional basis [Ref.: 10]. However, in
11
COMMUNICATIONS
some States, the UHF coverage provided by civil ANSPs is limited or not available and non-8.33 State aircraft are handled on remaining VHF 25 kHz assignments. 5.4.4.2 With the expansion of 8.33 kHz airspace for above FL195 from 15 March 2007, factors like limited UHF coverage, non-enforceability of the 30 hour rule, that distinguish occasional from frequent GAT flyers, and the misinterpretation of current exemption, have raised the need to revise the policy for the handling of non-8.33 kHz State aircraft. EUROCONTROL is developing a Revised 8.33 kHz Policy for State Aircraft. Once a final version of this policy is agreed at the level of the Civil-Military Interface Standing Committee (CMIC), and later approved at PC level, the final text should be incorporated into this Roadmap.This policy is being discussed along the following lines: 5.4.4.3.1 The revised policy will seek to maximise the 8.33 equipage of State aircraft in the airspace of mandatory carriage, especially with respect to transport type aircraft, new procurements and planned retrofits. Non-compliance should be based on compelling technical or military imperative reasons and only used as last resort. It is foreseen that States make every effort to equip transport type aircraft (i.e. C130 Hercules, C160 Transall, C141 StarLifter, KC135 Stratotanker, P180 Piaggio, etc.) by 15 March 2007 with a final date for compliance of 12 March 2009. The remaining non-8.33 kHz equipped State aircraft will be handled within the capacity limits of the ATM system, taking into account the need to maintain the safety levels. The flights of non-8.33 kHz equipped State aircraft will be accommodated, provided that they can be safely handled within the capacity limits of the ATM system on UHF or 25 kHz VHF assignments.
5.4.4.3
5.4.4.3.2
5.4.4.3.3 5.4.4.4
It is unlikely that technical alternative to VHF DSB AM for air/ground voice is implemented in time to avoid a serious shortage of VHF frequencies. Moreover, the expansion of 8.33 kHz airspace will probably be extended below FL195, affecting a number of airfields and en-route ATC services, especially at major civil airports. Hence, it seems appropriate to consider the VHF 8.33 kHz channel spacing standard as the basis for civil-military interoperability in the area of air/ground voice communications for State aircraft operating as GAT with due regard for the need to keep an acceptable level of UHF provision. The UHF infrastructure should be maintained or enhanced where feasible by civil ANSPs since it will be required in order to handle the remaining exempted State aircraft. Continuous assessments should be conducted of the UHF coverage provided by civil ANSPs in order to guarantee effective support for non-8.33 kHz State aircraft operations. Possible synergies with military UHF infrastructure should be considered if augmentation is required when further vertical expansion of 8.33 kHz airspace takes place and if institutional and security constraints so allow.
5.4.4.5
5.4.5
5.4.5.1
Air/Ground Data
The EUROCONTROL Link 2000+ Programme is fostering the introduction of data link for Controller-Pilot Data Link Communications (CPDLC) for non time-critical communications replacing some voice exchanges.This will support an increased level of automation in routine tasks (e.g. ATC clearances) in the European theatre [Ref.: 12]. ATN VHF Data Link Mode 2 (VDL2) is the technology supporting the advent of CPDLC capabilities. It has already been implemented at some European civil ATC centres and the equipage rates of civil airlines are steadily growing. A Link 2000+ Mandate Rule is foreseen when equipage reaches 75% of civil flights and all civil ATC centres are equipped. It is planned that carriage of ATN/VDL2 will be mandatory for civil aircraft from 2009 onwards for forward fits and from 2014 for retrofits. State aircraft will be exempted from this Mandate and will be handled with VHF radio voice when operating as GAT within the airspace designated for Link 2000+ operations. Hence, freedom of access to the airspace and required use of the ATM network is guaranteed to enable military operations and exercises. After CPDLC baseline services, additional data link capabilities integrated with other avionics will enable implementation of advanced ATM concepts, including ADS-B and A/G Cooperative ATS applications such as Enhanced Surveillance, Air
5.4.5.2 5.4.5.3
5.4.5.4
5.4.5.5
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COMMUNICATIONS
Traffic Situational Awareness (ATSAW).The introduction of these additional data link services will take place within the framework of EUROCONTROL Surveillance, ATS and Airport domains and within the remits of an implementation programme called CASCADE (Co-operative ATS through Surveillance & Communication Applications Deployed in ECAC). 5.4.5.6 The average daily number of military GAT flights is negligible in comparison with the number of civil GAT flights and is thus far from causing a major increase in controller workload when ATC controllers have to handle military traffic via voice communications. In fact, it might seem appropriate to conclude at first sight that the lack of data link capability would never preclude the military from operating as GAT, even if some ATFCM or ATC delays were experienced. Although guaranteeing the continuous handling of State aircraft with voice a potential benefit for some State aircraft frequently operating as GAT could be achieved if military authorities would decide to implement CPDLC capability. This could then be seen as a supplementary communications service offered to a community of transport type military aircraft aiming at alleviating the voice workload in the cockpit and in the ground ATC. The Roadmap should justify any CPDLC implementation in military airframes with the need for automated ATC support with the same level of service offered to general traffic and with the need for provisions/room for future growth in the area of (civil) data link capabilities. This could be done through a voluntary and phased introduction of early CPDLC capability to a restricted community of large "transport-type" military aircraft frequently operating as GAT. The timeframe for such implementation of CPDLC data link services on board military aircraft could, broadly speaking, follow the large-scale introduction of CPDLC by civil ANSPs and airlines when the Link 2000+ Mandate enters into force.Wide operational use of CPDLC services in large State aircraft could therefore start by 2009 for forward fits and 2014 for retrofits, but some individual fleets could start introducing this capability earlier. Follow-on data link services implemented at a later stage, around 2012, as part of CASCADE activities to complement CPDLC applications (e.g. ADS-B data link to transmit aircraft-derived data for ATC purposes) might have to be discussed in a similar way and for the same group of large State aircraft. The technical option for the introduction of data link capabilities for military aircraft could therefore be the implementation of the ICAO compliant ATN/VDL2, initially for CPDLC only or any other interoperable technology. As a result of the large number of commercial aircraft, and few military (e.g. US GATM), equipped with FANS 1/A ACARS, the EUROCONTROL Link 2000+ Programme has decided to accommodate this capability for the initial period. At a later stage it is foreseeable that an additional data link will be required for subsequent CASCADE applications. Alternative means of attaining ATM data link capability, such as the possible ATM use of military data links, remain highly improbable. For example, the possible use of MIDS/Link 16 for ADS-B purposes was not progressed due to inevitable spectrum and institutional constraints. Therefore, civil-military interoperability opportunities should concentrate more on the possible military use of civil data links being deployed for CPDLC and surveillance functions. Possibilities including the interfacing of ATS systems with military data links through ground interfaces or the integration of civil data link waveforms in a multi-mode software-defined radio could also be studied as a means of achieving the required levels of civil-military interoperability. For this type of solution, important issues would be the interconnection of military systems with communication service provider (ARINC, SITA) ground networks and integration with cockpit avionics.This last aspect of avionics' integration will probably arise as one of the most difficult and costly aspects to be tackled.
5.4.5.7
5.4.5.8
5.4.5.9
5.4.5.10
5.4.5.11
5.4.5.12
5.4.5.13
5.4.6
5.4.6.1
Long-term communications technology convergence

Following a recommendation of ICAO Air Navigation Conference (ANC) 11, EUROCONTROL and the FAA have launched an action plan (AP17) [Ref.: 24] to progress the common investigation on Future Communications Infrastructure (FCI).The scope of this initiative addresses the definition of the global Mobile Communication System, supporting air/ground communications as from 2015 but expandable up to 2030. FCI may be composed of various technologies as required. Within the framework of AP17, the underlying requirements and operating concepts will be defined, a technology investigation will be performed, the feasibility of flexible airborne architecture to ease future migration will be studied and methods to improve spectrum efficiency will be discussed.The conclusions will be included in the Future Communications Study (FCS) report, which will be delivered by the end of 2006.
5.4.6.2
13
COMMUNICATIONS
5.4.6.3 It is expected that the conclusions on FCI will allow a technology decision that should both be incorporated into the EUROCONTROL Communications Strategy and give impetus to efforts and plans for civil-military technological convergence. Although a high capacity data link is the main target of this activity, this new infrastructure could integrate both voice and data communications, enhance security protection for the information transmitted, increase flexibility in order to add or remove services on demand and allow extensive interconnectivity capabilities. The interface with the ground infrastructure needs also to be studied. Such features will make it possible for this new infrastructure to be considered in military terms as a possible simultaneous enabler for both ATM and military-specific requirements. Satellite systems, terrestrial wideband (CDMA), third-generation telephony and software-defined radios are likely to be among the suitable candidate technologies. Although it is well understood that military authorities still have to perform an in-depth analysis of the implications in terms of cost, regulatory aspects, technical integration in the cockpit and connection to ground systems, this Roadmap should envisage the partial or total adherence of military units and platforms to the new infrastructure, in order to move from casuistic interoperability to the extensive integration of systems. Operational use of the new system by military users could start somewhere within the timeframe 2015-2020.
5.4.6.4
5.4.6.5
5.5
5.5.1 5.5.2
Recommended actions
In accordance with the above discussion and conclusions concerning the various aspects associated with the progress of civil-military interoperability and integration in the field of communications, the recommended actions are as follows: Ground/ground communications [Action C1] Develop the specification to enable a military unit or system to be a subscriber of Pan-European Network Services (PENS), for the exchange of data and inter-centre voice over TCP/IP, including institutional, operational and technical aspects aiming at initial operational capability from 2009. [Action C2] Encourage the measures required for military units to access a multinational AMHS service available at civil ANSPs as required in order to replace existing AFTN/CIDIN terminals from 2009.
5.5.3
Air/ground communications [Action C3] Plan and take actions for the recommended acceleration of forward fits and retrofits of military aircraft with 8.33 kHz-capable radios, given that VHF 8.33 kHz will be the fundamental civil-military interoperability standard for air/ground voice communications for State aircraft when operating as GAT.This should be done in accordance with the timeframes to be laid down for the carriage of 8.33 kHz radios in the Revised 8.33 kHz Policy for State aircraft (which is not yet approved).The timeframes that are likely to be applicable are 15 March 2007, by when States should make every effort to equip transport type aircraft and 12 March 2009 as the final date for compliance.This is to be confirmed by approved version of the policy. [Action C4] Ensure that UHF infrastructure is maintained or enhanced where feasible by civil ANSPs for handling the remaining exempted non-8.33 kHz State aircraft operating as GAT above FL195. [Action C5] Plan and where appropriate proceed with the phased introduction of early Link 2000+ CPDLC capability, with ATN/VDL2 or other interoperable technology (including FANS 1A ACARS when available), to a restricted community of "transport-type" military aircraft which frequently operate as GAT, aiming at operational use by 2009 for forward fits and 2014 for retrofits at the latest.
5.5.4
Long-term communications technology convergence [Action C6] Take measures towards long-term civil-military communications technology convergence including the synchronisation of military plans with the decision on the future communications infrastructure, to be taken by 2006, the definition of the applicable CONOPS and the implementation and start of operational use between 2015 and 2020.
14
Table1
Communications Interoperability Roadmap

Years Legacy networks Ground/Ground Communications PENS X.25, etc. 2005 2010 2015 2020
Observations Point-to-point dedicated links implemented on the basis of local requirements TCP/IP widely used Military to subscribe to PENS services provided by ANSPs from 2009 Local implementations non harmonised ATS QSIG being implemented by some ANSPs; others moving to VoIP VoIP (over PENS) will be long-term standard Obsolete AFTN/CIDIN systems planned to be replaced by AMHS Existing at military units
TCP/IP
Inter-Centre ATS Voice
R2, hotlines ATS/QS IG, VoIP AFTN CIDIN

AMHS
AMHS X.400
NATO countries use X.400/MMHS Military should replace AFTN connec tions with AMHS capability provided by ANSPs from 2009

A/G voice comms
VHF 25 kHz
Even after widespread 8.33 kHz implementation, ANSPs are keeping some VHF 25 kHz capability Applicable to military through 8.33 Policy for State aircraft 8.33 kHz expansion to lower airspace awaiting new system ANSPs' capability to accommodate non-8.33 State aircraft State aircraft exempted from Mandate Transport-type State aircraft are recommended to be equipped if flying frequently as GAT in CPDLC airspace ADS-B CooPATS Data Link Complementary to Link 2000+ Applicability to State aircraft to be defined. Could be considered as augmentation of CPDLC applications Possible interoperability via ground interface Uncertain ATM use Enabler for civil-military technology convergence Decision taken by 2006 at the latest Application independent incorporating voice and data Possible candidates are satellite, wideband/CDMA, 3G telephony, TDMA, etc.
VHF 8.33 kHz Air /Ground Communications
UHF 25 kHz A/G data link comms VDL Mode2
1090ES, 2nd data link
Military data Link 16 MIDS link Future comm. system Mix of technologies to be screened
Key
New Comm.
Legacy
Required for C-M interoperability
Recommended
Existing military systems
15
6 NAVIGATION
6.1
6.1.1
Introduction
The need for transparent interoperability between civil and military navigation is of the utmost importance when flights are conducted in controlled airspace. Besides today's requirements (e.g. RVSM and B-RNAV), there are planned future navigation strategy requirements2 that will imply detailed certification procedures. Although military operational requirements with regard to positioning, navigation and timing are met in certain national and other documents, the increasing influence of civil navigation requirements needs to be taken into account in this Roadmap when military aircraft are flying as GAT. In the future, the continuous increase in the integration of today's diverged logical view of CNS domains and the overall airborne and ATM architecture may influence civil-military interoperability and systems convergence. The existing air navigation system and its sub-systems suffer from shortcomings in technical, operational and economic aspects. Despite the improvements and the measures already in hand to provide further improvements, the current system is unlikely to be able to cope with the predicted traffic increases. However, new systems and concepts emerging as technology advances may offer potential improvements in terms of safety, efficiency, system capacity and economy of flight. Military users should address the technical, regulatory and institutional aspects of the application of the navigation function within ECAC airspace and its influence on military operations.The Roadmap will concentrate, in particular, on civil-military interoperability requirements for on-board navigation systems, navigation infrastructure and the certification to operate as GAT in an en-route environment and flights operating at civil airports. The main aspect for navigation interoperability concerning military airspace users will be a transition from equipment-based certification to an alternative process based on required navigation performance values. Due attention must be paid to the ICAO requirements imposing combinations with associated surveillance or communications capabilities.
6.1.2
6.1.3
6.1.4
6.1.5
6.2
6.2.1
Military requirements for aeronautical radio navigation

Military forces need to know three-dimensional position, time and velocity accurately and with the assurance that operational requirements for integrity, availability and continuity of service can be met. The degree to which these requirements are fulfilled will directly influence the effectiveness of such forces and affect the potential outcome of military operations. Accurate positioning, navigation and timing services need to be available worldwide. They must be reliable and protected in all foreseeable areas of operations, including training and exercises. Navigation support for military operations may be provided by one or more systems operating concurrently or in integrated configuration optimised to the mission application; a maximum degree of safety and interoperability is necessary in a multinational environment.The system(s) to be implemented should strive for maximum interoperability with systems supporting civil land, air and maritime users. Close cooperation between military and civil organisations responsible for navigation services is a clear objective in order to avoid later limitations for military air, land and maritime movements.This would be essential in the conduct and protection of reinforcement/re-supply activities in times of tension or war, and would offer greater utility in peace. The main NATO requirements are the following: The "Policy on Navigation Services for NATO Military Operations" and "MOR on Future NATO Precision Approach and Landing Systems (PALS)" give the specific military requirements for navigation, aircraft approach and landing services. The "NATO Strategic Plan for Joint Navigation and Landing Systems" [Ref.: 20] states that military aircraft in any kind of operation must be able to operate in all-weather conditions, day or night.This capability must be effective when flying at low level, with or without the support of ground-based navigation aids, within civil controlled airspace, at civil airfields and even when conducting military training in parallel with civil traffic. A maximum degree of safety and interoperability with civil assets should always be maintained.
6.2.2
6.2.3
Efforts are ongoing between ICAO, EUROCONTROL and FAA to harmonise RNP and RNAV requirements and definitions
16
NAVIGATION
6.2.4 Although NATO recognises the emergence of satellite technologies and their increasing role in the global navigation environment, the NATO navigation infrastructure planned to support military operations still relies on the retention of many legacy systems and can be described as follows: Short term (by 2008) - TACAN3 remains as the primary tactical navigation aid but the leverage of integrated/hybrid GPS/INS should increase. Precision Approach Radar (PAR) is the only interoperable precision approach system option. The trend is to replace PAR with future Precision Approach and Landing System (PALS) options, potentially DGPS and MLS. Medium term (2008-2015) - TACAN4 will still be the primary navigation aid but the transition to GPS/INS based systems will begin. This will be the PALS transition period, with Multi-Mode Receiver (MMR) being installed in some military aircraft, accommodating the mix of landing systems (e.g. ILS, DGPS and/or MLS). Long term (beyond 2015) - GPS in conjunction with inertial systems will become the primary navigation aid. PALS will include PAR, MLS and DGPS, until a single system arrives as from 2015+.
6.3
6.3.1 6.3.2
The ECAC Navigation Strategy and Implementation Plan

The latest ECAC Navigation Strategy has been developed under the auspices of the EUROCONTROL Airspace and Navigation Team (ANT). The Navigation Strategy is a living document which will be reviewed at intervals of four to seven years in order to ensure that the rationale for future plans remains valid in the light of technological progress, and to take account of the changing requirements and priorities of all stakeholders in the ECAC aviation community. The Navigation Strategy identifies general principles and future actions to provide a harmonised and integrated framework for air navigation planning in ECAC airspace for both civil and military users. It describes available and potential air navigation applications and means of supporting these applications in terms of required performance, functionalities, and enabling infrastructure.The EUROCONTROL ECAC Navigation Strategy addresses General Air Traffic (GAT) operations under ICAO Instrument Flight Rules (IFR) within ECAC airspace. The Navigation Strategy recognises that military users of ECAC airspace carry out operations which may not comply with ICAO IFR or individual national aviation rules or procedures for GAT. However, States will continue to attach importance to the need for their national security and defence requirements to be safeguarded and improved, whatever the planned developments in ATM. The detailed Navigation Strategy applications and infrastructure are covered in Tables 2 and 3.
6.3.3
6.3.4
6.3.5
6.4
6.4.1
Civil-military navigation interoperability issues

Within the framework of this Roadmap, States may give preference to one implementation option or another in order to reflect sub-regional and local differences within ECAC airspace.These options have to be developed in continuous consultation with the users in order to provide them with tangible and early benefits. This Roadmap has considered the requirements expressed by civil and military airspace users as the main driver for operational improvements in the navigation component of the ATM system. Due to the wide range of aircraft operator groups with diverse, specific and sometimes conflicting needs and expectations, trade-offs between conflicting requirements have been necessary. The policies and plans developed by the Member States and by various international bodies (e.g. EUROCONTROL, the European Commission, ICAO, NATO, etc.) reflect their current commitments to deliver certain services and/or systems.These plans are not necessarily coordinated at regional level with regard to their implementation, impact or interoperability. In this respect, the Agency developed the ECIP/LCIP processes in order to provide a comprehensive planning and management tool not only at harmonised pan-European level but also at national or regional levels.
6.4.2
6.4.3
3 4
Some military TACAN beacons may have co-located civil VOR either as a separate installation or as an integral part (VORTAC) The availability of TACAN and DME channels will continue to be essential to the military until 2020 and beyond [Ref.: 24]
17
NAVIGATION
6.4.4 The introduction of regional systems such as EGNOS and the global systems of GPS, GLONASS and especially GALILEO under the umbrella of the Global Navigation Satellite System (GNSS) will need to be addressed.
6.4.2
6.4.2.1
The Global Navigation Satellite System (GNSS)

Aviation authorities have recognised the benefits of satellite-based navigation systems. ICAO is therefore taking due account of GNSS.The military uses GPS capacity within areas of operations and when flying in controlled airspace. GNSS reduces the number and weight of avionics to be carried and is less dependent on ground-based navigation systems, which could enhance the global operations of forces. That is why SBAS (Space-Based Augmentation Systems) seem to fit the military requirements for both en-route and terminal navigation. However, in parallel with the introduction of GNSS, a ground-based back-up might be required for the foreseeable future (e.g. comprehensive DME/TACAN coverage), similar to the civil side. Meanwhile action is being taken at NATO with a view to certification of GPS/PPS receivers in line with ICAO standards. The intention is to meet the required RNP-RNAV performance values using existing military on-board systems (e.g. INS/IRS + GPS updates). Increasing GPS/GNSS equipage as a basis for global interoperability seems to be the preferred solution.
6.4.2.2
6.4.3
6.4.3.1
Ground-based NAVAIDS
NATO plans to retain ground-based NAVAIDS for longer and possibly in a different way from what is foreseen in the ECAC NAV Strategy. As the final goal, the convergence of interoperable ground-based navigation infrastructure should be pursued. In order to achieve civil-military interoperability through the rationalisation of ground infrastructure, the following conditions should be taken into account: In order to cope with the widespread introduction of P-RNAV, RNP1-RNAV, 4D-RNAV and other NAV operational improvements, appropriate mechanisms must be established for the certification of military navigation systems.These processes must measure the navigation accuracy offered, regardless of whether the systems used are inertial, GPS, data link or others. If needed for military flying in civil controlled airspace, NAV equipage must be implemented in order to close the remaining gaps in required NAV performance, whilst accommodating non-equipped flights with exemptions until that capability is implemented. The infrastructure must be rationalised in a synchronised manner with the plans contained in the ECAC NAV Strategy. The early introduction of GNSS must be supported.
6.4.3.2
6.4.4
6.4.4.1
Required Navigation Performance (RNP)

Currently, traditional regional regulations apply for the carriage of specific airborne navigation equipment. ICAO has endorsed the concept of Required Navigation Performance (RNP), in which a specific navigation performance is defined, but no specific navigation equipment is required. For terminal airspace and en-route, continental and oceanic purposes, four RNP "types" are currently defined (RNP1, RNP4/5, RNP12.6/10, RNP20). The type number indicates in miles the accuracy standard within which the aircraft will be contained for at least 95% of the total flying time. It is expected that when RNP is implemented in ECAC airspace in approximately 2010-2015, RNP1 will apply to terminal airspace and RNP5 to en-route. At present, Basic RNAV (B-RNAV), which has an accuracy requirement equivalent to RNP5, is mandated in Europe for en-route, while Precision RNAV (P-RNAV), which has an accuracy requirement equivalent to RNP1, is recommended for terminal airspace as an interim arrangement until RNP is mandated (2015), because of the limitations of widely used navigation systems.
6.4.4.2
18
NAVIGATION
6.4.4.3 RNP tbd RNAV is expected to enable a reduction in route-spacing and separation criteria and provide increased functionality, both of which will provide the opportunity for increased system capacity (possibly through the use of closely spaced parallel routes) and reduced controller workload. The DME infrastructure will continue to be provided until at least 2020 and will support RNP1-RNAV operations adequately. Dual/multi-DME- and GNSS-based RNAV systems and INS/IRS with update will provide the required navigation performance accuracy (many current RNAV systems which meet RNP1 accuracy standards cannot provide the required continuity of service and/or integrity).
6.4.4.4
6.4.5
6.4.5.1
Area navigation (RNAV)

RNAV is a method of navigation which permits aircraft operation on any desired flight path within the coverage of referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. 2D RNAV relates to RNAV capabilities in the horizontal plane only; 3D RNAV includes a guidance capability in the vertical plane; and 4D RNAV provides an additional timing function.The RNP determines the accuracy with which the RNAV system is required to determine an aircraft's absolute geographical position (instead of its position relative to a NAVAID only, as is the case with conventional VOR/DME display instruments). As from 1998, the carriage of RNAV equipment capable of RNP5 accuracy (B-RNAV) is mandatory in the ECAC area. The RNAV concept represents a fundamental change in navigation philosophy.Traditionally, aircraft used to fly to and from specific NAVAIDs, using each NAVAID as a source of data. An RNAV-capable aircraft can automatically determine its position on the basis of one or more of a variety of inputs, e.g.VOR, DME, GNSS, INS. Single-sensor RNAV systems use only one source of navigation data, such as DME stations, while multi-sensor RNAV systems monitor a number of NAVAID systems to determine the best source of navigation data. The RNAV system has access to a sophisticated on-board navigation database containing details of the pre-programmed routes, the airspace through which the routes pass, the NAVAIDs servicing this airspace and the departure, destination and planned diversion aerodromes.The system identifies the next waypoint on the planned route, selects the most appropriate NAVAIDs to determine the aircraft position and usually provides steering inputs to the autopilot. An RNAV route can be flown automatically, with the autopilot coupled to the RNAV system, or manually, with the RNAV system outputs displayed on the flight director/course deviation indicator, with adequate warning of speed, altitude and track changes being provided to allow the pilot time to respond and follow the required track.
6.4.5.2
6.4.5.3
6.4.5.4
6.4.6
6.4.6.1
The required standards

The EUROCONTROL RNAV Standard [Ref.: 26] defines operational and functional requirements for RNAV equipment meeting RNP5 and RNP1 accuracy (B-RNAV and P-RNAV respectively). These requirements are taken into account in Temporary Guidance Leaflet No. 2 (TGL-2) on certification and airworthiness approval of aircraft for BRNAV operations in ECAC, published by the Joint Aviation Authority (JAA) in 1997, and JAA TGL-10 on P-RNAV operations. Global specifications for RNAV systems are contained in the RNP RNAV MASPS [Ref.: 27]. These standards are intended for designers, manufacturers and installers of avionics equipment, service providers and users of these systems for worldwide operations. The MASPS requirements, formulated as RNPtbdRNAV, are intended to meet the ICAO definition of RNP while providing increased integrity with repeatable and predictable navigation. The RNAV MASPS demand increased functionality and, in particular, define system integrity requirements. The minimum requirements set out in the EUROCONTROL Standard for B-RNAV and P-RNAV systems represent a subset of the total system requirements, which have been defined in the MASPS on the basis of global requirements. A relaxation of integrity and continuity values is associated with B-RNAV and P-RNAV.This relaxation is applicable only as long as reversion to conventional navigation using VOR and NDB remains available. Once the VOR and NDB infrastructure starts to be decommissioned, operation on RNP5 and RNP1 routes will require conformance to the RNAV MASPS.
6.4.6.2
6.4.6.3
19
NAVIGATION
6.4.6.4 The process of achieving civil-military interoperability in the navigation domain consists in considering the requirements described above and identifying existing capabilities or migration paths to match the performances mandated for GAT IFR operations.This process is detailed in next chapter.
6.4.7
6.4.7.1
Long-term navigation technology convergence

EUROCONTROL believes that GALILEO can offer enormous potential support for the extension of GNSS applications in aviation. It would provide an essential component of GNSS when the feasibility of "Sole Service GNSS", which could allow the rationalisation of the existing ground navigation infrastructure, is considered. It is, however, generally agreed that further work is required in order to investigate how best to use the available GNSS components in all phases of flight and to what degree the "sole service concept" can be applied in each phase. Moreover, the costbenefit which can be derived from the enhanced navigation capability and the rationalisation of the navigation infrastructure must be established. GALILEO, over which the Member States have sovereign control, is expected to be the catalyst for the common use of systems and the introduction of international standards and agreements on the use of those radio navigation aids common to trans-European multi-modal transport applications. In fact, the GALILEO radio navigation programme will add a new level of navigation for Europe and the world, and this should also be seen as a good opportunity to strengthen civil-military navigation interoperability.
6.4.7.2
6.5
6.5.1 6.5.2
Recommended actions
In accordance with the above discussion and conclusions concerning the various aspects associated with the progress of civil-military interoperability and integration in the field of navigation, the recommended actions are as follows: Provision and maintenance of conventional military off-route (OR) and landing capability [Action N1] In order to fulfil NATO requirements for ARNS for Allied Command Operations, Europe-wide coverage must be guaranteed until the end of the lifetime cycle of the following systems: NDB, VOR, ILS, RSBN/PRMG,TACAN/DME,VORTAC, MLS. [Action N2] Take action in order to meet B-RNAV and/or future P-RNAV navigation requirements. For en-route, the combination of GNSS/INS (GPS and GALILEO after 2008) supported from ground RNAV systems (DME/DME or TACAN/DME). [Action N3] Study and ensure landing systems interoperability. JPALS (DGPS/MLS) is expected to be the means of military aircraft landing systems interoperability. When MMR (ILS/MLS/GBAS) is implemented, civilmilitary interoperability is guaranteed. Military JPALS and civil GBAS standards should be fully compatible. It is expected that military GPS (DGPS) receivers, considered for JPALS, will be certified to meet civil standards. Civil-military interoperability should be achieved in 2010 for new and retrofitted State aircraft.
6.5.3
Provision of B-RNAV and/or P-RNAV procedures at all en-route flight levels [Action N4] The extension of the use of B-RNAV to all flight levels would not impose any additional aircraft equipment requirements for the majority of operators. The majority of aircraft (except State aircraft) are already required to be B-RNAV compliant in accordance with the requirements of JAA TGL No. 2 (Rev 1). However, a number of aircraft, currently operating only at lower flight levels, would be required to carry RNAV equipment for the first time.
20
NAVIGATION
6.5.4 Tentative RNP tbd RNAV mandate [Action N5] New aircraft entering into operation in 2008 and later will be equipped to satisfy the requirements for RNP tbd RNAV. Older aircraft will have to be retrofitted in order to comply with the mandate for RNP tbd RNAV operations, should such a mandate be agreed.The number of aircraft involved, and thus the cost to operators, will be inversely proportional to the length of the period of notice given for the mandate.The following factors will have to be considered: 6.5.5 confirm the minimum system performance specifications (MASPS) necessary to support the agreed RNP tbd RNAV operations; airworthiness certification requirements; the accuracy, availability, integrity and reliability of navigation aids/systems; requirements for the certification of navigation aids/systems; certification procedures and documentation; required functionalities.
Implementation of 4D RNAV [Action N6] After 2015, the introduction of 4D RNAV operations for aircraft which have been approved for such operations may offer significant gains in airspace system capacity and operational efficiency. 4D operations may also allow a redistribution of responsibilities between the aircraft and ATC. The minimum aircraft requirements, specifically for 4D RNAV operations in ECAC, will be defined by JAA.They should include: the accuracy, integrity, reliability of navigation systems; aircraft navigation equipment; certification requirements, procedures and documentation; calculator functionalities.
Most modern RNAV systems have a limited 4D capability at present, e.g. meeting a single time constraint to within 30 seconds in the en-route phase. 4D RNAV requires specific additional aircraft systems capabilities, such as trajectory prediction, timing constraints, etc. Advanced FMS specifies the required functionality. Global standards should be available in the timeframe 2015-2020. The concept of 4D RNAV operations will not place any additional requirements on the navigation infrastructure which is expected to be available from 2015 onward (i.e. to support RNP (tbd) RNAV operations). This concept will, however, have a significant impact on the communications infrastructure and ATM support requirements. 6.5.6 Rationalisation of the navigation infrastructure [Action N7] The actions described in this document will allow for the development of transition/rationalisation/withdrawal plans for existing navigation aids in order to support the transition to GNSS in the long term, as recommended by ICAO. This should ensure that the rationalisation of NAV infrastructures is coordinated between the civil and military sides in order to contribute to the harmonisation of the services supported.
21
NAVIGATION
GPS stand-alone equipment is an acceptable means of compliance for B-RNAV operations, provided that the aircraft in question also carries conventional back-up equipment (e.g.VOR or DME).The role of military ground navigation infrastructure within the overall European RNAV environment needs to be clarified. The main trigger for rationalisation plans is the reduction of costs through the removal of any unnecessary ground navigation facilities.The main cost elements are the high maintenance costs incurred by service providers and the consequential impact on the user charges borne by the aircraft operators. In addition, it will be necessary to rationalise the existing ground-based navigation infrastructure in order to achieve the full benefits offered by satellite navigation systems. 6.5.7 Continuous support of operations of aircraft with lower navigation capability [Action N8] It is required that aircraft which are equipped with lower-capability B-RNAV equipment be provided with support in order to enable them to continue their operations for as long as feasible.This is expected to continue until any future P-RNAV and/or RNP tbd RNAV mandate (2015). Special arrangements may be required in order to provide the support necessary for State aircraft. Military authorities may consider that specific military equipment meets the relevant civil navigation requirement when certifying/qualifying military aircraft for IFR/GAT operations. In order to support State aircraft with lower navigation capability, the following considerations should apply: State aircraft are assumed, as a minimum, to be capable of navigating utilising conventional navigation aids. Until 2015, it is envisaged that sufficient conventional navigation aids will remain to provide the necessary level of support required. After 2015, the majority of military GAT operations are expected to use advanced navigation systems meeting GAT/IFR requirements. Some military GAT operations may require navigation assistance. It will be necessary to determine, through consultation with NATO and State authorities, the level of support necessary for operations by State aircraft.
22
Table 2
ECAC Roadmap of navigation applications

Years Conventional 2005 2010 2015 2020

Observations VOR/DME/NDB/TACAN/VORTAC Opportunity to continue operations for State aircraft until 2015 (Only above controlled areas MSA/MFA/MRVA) Up to 2010 - increasing applications GPS (+ GALILEO after 2008) or GPS/SBAS (GNSS/SBAS) or DME/DME ECIP NAV03A, interim to RNP-RNAV 2005 GPS (+ GALILEO) or GPS/SBAS or DME/DME 2015+ ECIP NAV05T 2010 GPS or GPS/SBAS (GNSS/SBAS) or DME/DME or VOR/DME INS/IRS Up to 2010 - limited applications GPS (+ GALILEO after 2008) or GPS/SBAS (GNSS/SBAS) or DME/DME SBAS (EGNOS) after 2006 GPS (+ GALILEO) or GPS/SBAS DME/DME 2015+ (a civil mandate might be in place concerning this capability) VOR/DME/NDB/TACAN/VORTAC Opportunity for continuous operations for state aircraft GPS or GPS/SBAS or DME/DME or INS/IRS GPS (+ GALILEO after 2008) or GPS/SBAS or DME/DME coverage or DME with IRS) Requireed for State aircraft ECIP NAV07T 2005 GPS/SARPs are in place for GNSS with augmentation (SBAS) SARPs for ground-based augmentation under development ECIP NAV08T 2006 ILS (reduced availability in support of CAT II or III oper. in some areas) Limited channel availability (40) Direct transition to GNSS is preferred
B-RNAV SIDs & STARs P-RNAV
RNP-RNAV
B-RNAV
P-RNAV En-route
RNP-RNAV (4D)
NPA Conventional
NPA P-RNAV & RNP-RNAV APV RNA Baro-VNAV & RNP RNAV Baro VNAV TMA/approach
APV I/II
CAT I II III Ops + Guided To-ILS
ILS
23
Years CAT I II III Ops + Guided To-MLS CAT I Ops GPS/SBAS (GNSS/SBAS) + GALILEO TMA/approach CAT I Ops + Guided ToGPS/GBAS
2005
2010 MLS
2015
2020

Observations MLS CAT IIIB Certification in progress JAA TGL SARPs are in place for GNSS with augmentation (SBAS) Interoperability opportunity In ECAC 2009 for CAT I and 2015 for CAT II/III For approach operation as from 2006 SARPs for GBAS ground-based augmentation under development ECIP NAV09T tbd
SBAS GBAS
CAT II & III Ops - GPS/GBAS
GBAS
Key
Legacy
Recommended
24
Table 3
Navigation infrastructure for ECAC

Years NDB 2005 2010 2015 2020

Observations NDB withdrawn before 2015 for TMA NDB withdrawn around 2010 for en-route ECIP NAV06T Some VOR withdrawn after 2010 Including military VORs ECIP NAV07T 2010 DME Infrastructure maintained at least until 2020 GPS new signals not yet available L2C on 1227.6 MHz and L5 on 1176.45 MHz (2007 and 2008) (GLONASS) New civil signals in space must be validated against ICAO SARPs Validation against SARPs in 2005 Operational validation ongoing In 2008 Proposed interoperability means Interoperability for Cat I Improves runway utilisation in low-visibility conditions Interoperability means Will be maintained as long as possible NATO-recognised navigation system NATO-recognised navigation system in certain states NATO-recognised navigation system in certain states Only three standards (ILS, MLS and GNSS with augmentation as required) are considered On-board equipment (US government considers it a weapon system)
VOR
DME GPS (GLONASS)
DME
GPS/GLONAS
GPS (GNSS)/SBAS (EGNOS) + GALILEO GALILEO GPS/GBAS + GALILEO (CAT I -2009, CAT II/III 2015) MLS ILS TACAN RSBN PRMG Multi-Mode Receiver (MMR) INS/IRS + update
EGNOS/SBAS GALILEO
MLS ILS TACAN MIL
Key
Legacy
Recommended
25
7. SURVEILLANCE
7.1
7.1.1
Introduction
Surveillance systems are an essential element of integrated Air Traffic Management (ATM) operations serving both civil and military users. Future systems will be capable of extracting air-derived parameters that will enhance ATM performance and enable new forms of control, such as the delegation of separation assurance. Therefore the continuous development of safe, effective interoperable and efficient surveillance that will support the evolution of future European ATM systems is essential. ATM security in the context of possible threats from terrorist attacks will require the detection of non-cooperative targets.Therefore surveillance should assure traditional primary surveillance or find new ways of achieving independent surveillance.
7.1.2
7.2
7.2.1
Military surveillance requirements

The military requirement for surveillance calls for the retention of primary surveillance radar (PSR) for the detection and tracking of non-cooperative aircraft as well as the use of secondary surveillance radar (SSR) for cooperative aircraft in order to fulfil identification and separation criteria in mixed environments. These capabilities are fundamental to the production of the recognised air picture.The airborne early warning (E3A) component could in specific cases be part of a military surveillance infrastructure. Radar data is frequently shared between civil and military units as required for ATM safety purposes and in order to enable RAP compilation by air operation centres. An emerging requirement is for the military authorities to make a PSR signal available in order for civil ATS units to cope with ATM security requirements (e. g. during transponder switch-off or failure). The introduction of Mode S for civil ATC surveillance does not satisfy the NATO operational requirement for an improved IFF capability, which is required to be secure and resistant to jamming. NATO therefore has no operational requirement for Mode S other than peacetime air surveillance support. For that purpose, NATO military aircraft should be able to fly unrestricted in Mode S airspace and command and control systems should be able to acquire Mode S data/information. NATO recognises that the carriage and operation of Mode S transponders in military aircraft will be necessary to facilitate access to the airspace in which ATC is provided by civil ATS units. In addition, NATO's military authorities put forward a requirement for the acquisition and distribution of Mode S data for the safe coordination and control of aircraft and in order to assist military air operation centres to produce RAP. Mode S data required for military purposes can either be derived from civil sources or obtained from military Mode S interrogators. PSR and SSR are currently able to fulfil military surveillance-related requirements for long-term enhanced surveillance and will, following the adoption and implementation of future concepts be supported by techniques such as Mode S and ADS-B, become a major front end enabler of ATM operational improvements. Although ADS-B is not likely to become the "sole means", military impacts are expected with the introduction of new ATM concepts such as "enhanced surveillance", "intent-based ATM" and "cooperative separation assurance".
7.2.2
7.2.3
7.2.4 7.2.5
7.2.6
7.3
7.3.1
7.3.1.1
The EUROCONTROL Surveillance Strategy

General
The current Surveillance Strategy for ECAC [Ref.: 4], dated November 2005, has been endorsed by the EUROCONTROL Surveillance Team. The new Surveillance Strategy details the operational and technical environment relevant at a specific period and discusses the surveillance infrastructure required to enable this environment. Inevitably the accuracy of the Surveillance Strategy is higher in the short term than in the longer term.Therefore, the Surveillance Strategy up to 2015 is considered "mature" but the later strategy is still under discussion.
26
SURVEILLANCE
7.3.1.2 Two principal sources of information have been used. First of all, the European Convergence and Implementation Plan (ECIP) Level II provides a set of agreed actions which will be carried out over the coming years. Secondly, there are the Strategic Performance Framework (SPF) Operational Improvement clusters, which are grouped in terms of 7.3.1.3 network efficiency; airport operations; sector productivity; safety net.
Requirements are emerging relating to ATM Security. These requirements could imply primary coverage in all airspace. The need to maintain an independent surveillance system to track non-cooperative targets in TMA and enroute is one of the fundamental principles valid throughout the strategy period. For that purpose PSR will be maintained where and when required.
7.3.2
7.3.2.1
The Surveillance Strategy from today to 2010

The operational environment in 2010 will be fundamentally the same as in 2005. Ground service providers will remain responsible for maintaining separation. Civil aircraft will continue to fly fixed routes and will be cleared by the ground prior to any manoeuvre (in normal operations). However, there will be limited implementation of the extended use of the Flexible Use of Airspace Concept with dynamic airspace management. There will be an increased reliance by controllers on aircraft-derived data and automated ATM tools for conflict prediction, with tools such as Short-Term Conflict Alert (STCA) or Medium-Term Conflict Alert (MTCA). The principal technical solution for en-route surveillance remains secondary radar (conventional SSR and SSR Mode S). For TMA operations SSR radars are supplemented by PSR. However, by 2010 it is envisaged that, following the recommendations of ICAO ANC/11, limited pockets of ADS-B use in Europe and worldwide will be implemented. The ADS-B data link agreement between Europe and the US, whereby both adopted Mode S SSR 1090 extended squitter as the basis for interoperability, will result in this becoming the "de facto" standard throughout ECAC. Local applications, such as VDL Mode 4, UAT or others as the ADS-B data link, may be implemented but global solutions are clearly preferred to limit costs. Limited operational use of wide-area multilateration will take place in ECAC, where sufficient dual radar coverage is not available. Surveillance data sharing using IP (e.g. through RADNET and civil/military exchanges) will be on the increase. Surveillance information has a high impact on safety and security. Consequently, EUROCONTROL should consider investigating whether there is a requirement that, by 2010, a move towards secure (e.g. encrypted) ground-ground communications will be necessary. There is concern that the 1030 MHz and 1090 MHz frequencies will become severely impacted by RF pollution (and therefore unsafe) by 2015. SSR interrogations and TCAS take up a significant proportion of the 1090 MHz bandwidth. A number of proposals to reduce the problem (such as TCAS hybrid surveillance, where the TCAS interrogation rate is reduced when ADS-B or more sensitive ground receivers are present) have been proposed. In addition, the problem can be significantly alleviated if SSR interrogations are reduced by scaling down SSR infrastructure (when the end of the radar operational life occurs) and an information-sharing culture is encouraged between users.
7.3.2.2
7.3.2.3
7.3.2.4
7.3.2.5
7.3.3
7.3.3.1
The Surveillance Strategy from 2010 to 2015

At the end of the 2010-2015 period, the ground system will continue to be responsible for separation of aircraft. The evolution of the surveillance environment will be driven by enhanced medium-term planning, with the tasks of the controllers operating in en-route and TMA sectors becoming increasingly supported by more automation (e.g. decision support tools). The controller will make use of more ADD to provide a more accurate view of the situation and improvements in safety nets. The detection of possible conflicts between flights from five to 15 minutes ahead will be supported by MTCD capabilities and the generation of automated proposals for conflict resolution.
27
SURVEILLANCE
7.3.3.2 Partial delegation (to the pilot) for spacing is envisaged and flight data processing systems will be upgraded to provide full 4D trajectory prediction aligned with the capabilities of 4D FMS. Security and air defence remains a key requirement. There is concern that the co-dependence of navigation and surveillance will result in a potentially unsafe situation. This may occur when independent position measurement (by radars) is replaced by downlinking GNSS or inertial position via ADS-B. Therefore the Surveillance Strategy maintains the need for an independent ground-based system for aircraft position verification. The air situation picture used by the aircrew whilst performing spacing application may have significant safety requirements (i.e. high integrity and reliability). However, because the controller still maintains separation, the integrity of the system may not be any higher than TCAS requirements. If, however, it is more critical than TCAS, an independent validation mechanism for the position and identification of aircraft may be needed in order to ensure that the picture is accurate. One option is to deliver the ground picture to the aircraft in order to validate the ADS-B picture. This may be provided via a Traffic Information Service-Broadcast (TIS-B). Surveillance information is influential in the area of safety and security. Consequently, there is a requirement that by 2015 a move towards secure air-ground, ground-air and air-air communications (e.g. encrypted) should be considered. By 2015 the surveillance system will require for en-route and TMA a ground-based system, independent from navigation and FMS in the aircraft, constituted by conventional SSR, SSR Mode S or Multilateration supplemented by PSR in TMAs. However, it is predicted that by 2015 some SSR and SSR Mode S systems may be approaching the end of their life cycle.
7.3.3.3
7.3.3.4
7.3.3.5
7.3.3.6
7.3.4
7.3.4.1
The Surveillance Strategy from 2015 to 2020

The limited delegation of the separation task from controllers to pilots is underway in low- and medium-density airspace. This will require additional avionics infrastructure and additional tools for the controller. The ground system continues to require non-cooperative target detection (in order to track targets when there is an avionics failure and for air defence purposes). The requirement for independent ground-based verification of the aircraft position and cooperative surveillance to provide aircraft-derived data to controllers and to automated systems will continue.This will be enabled respectively by SSR and/or SSR Mode S or Multilateration and ADS-B. PSR will continue to be provided within TMA and approach as a minimum. With the implementation of Aircraft Separation Assurance System (ASAS) self-separation applications, additional information will be presented to the controller (for example, the display of separation assurance information). The widespread introduction of preferred routing will require flight information (for example, trajectory change points and the selected route) to be displayed to the controller in real time. This information may be transmitted to the ground by the surveillance system. ASAS self-separation will require the addition of automated tools in the cockpit and the transmission of more information via ADS-B. It is likely that the aircraft systems will require an upgrade to existing ASAS package 1 infrastructure in order to provide higher integrity and additional functionality. It is predicted that by 2020 the majority of the conventional SSR and SSR Mode S systems currently installed are at the end of their operational life.
7.3.4.2
7.3.4.3
7.3.4.4
28
SURVEILLANCE
7.4
7.4.1
Civil-military surveillance interoperability

For both civil and military CNS/ATM, radar will remain a leading technology for surveillance in the medium term. However, the requirements to change ATM services towards more Cooperative Decision-Making (CDM) processes demand new technology based on data sharing rather than non-cooperative or cooperative surveillance. The process of achieving civil-military interoperability in the surveillance domain is to consider the requirements described below and to identify existing capabilities or migration paths to match the performances mandated for GAT IFR operations.This process is detailed in the next chapter within the Recommended Actions.
7.4.2
7.4.2
7.4.2.1
Mode S and its interoperability with State aircraft

Mode S is a requirement which is exerting considerable influence on the interoperability of State aircraft aiming to fly in Mode S-dedicated airspace. Below are described the latest Mode S Harmonisation of the Transition Arrangements for State aircraft as approved by the EUROCONTROL Provisional Council [Ref: 40]. Mode S Elementary Surveillance - IFR and VFR airborne equipment 7.4.2.2.1 7.4.2.2.2 7.4.2.2.3 For all State aircraft flying in Mode S-designated airspace, the final date of compliance for the carriage and operation of Mode S Elementary Surveillance airborne equipment is 31 March 2009. This requirement is also valid for VFR flights conducted in Mode S-designated airspace where the carriage and operation of SSR transponders is already mandatory. The Mode S transponder must comply with the provisions of ICAO Annex 10, SARPs, Amendment 77. It must be an approved Mode S Level 2 transponder, as a minimum, compliant with JAA Technical Standard Order JTSO-2C112a, or an equivalent standard compliant with the relevant ICAO SARPs and which is acceptable to the approval authority. It also includes aircraft identification. The transponders need to support Surveillance Identifier Codes. This rule is equally valid for State aircraft operating frequently or only occasionally (less than 30 hours per airframe per annum) in designated Mode S airspace.
7.4.2.2
7.4.2.2.4 7.4.2.3
Mode S Enhanced Surveillance - airborne equipment 7.4.2.3.1 Mode S Enhanced Surveillance builds upon the benefits of Elementary Surveillance and consists of the extraction of additional airborne data in the form of Downlink Airborne Parameters (DAP).This facilitates an increase in the safety and efficiency of ATM operations. The carriage and operation of Mode S Enhanced Surveillance functionality applies to "transport-type" State aircraft with a maximum take-off mass in excess of 5,700 kg or a maximum true cruising airspeed in excess of 250 kts and "full" DAP capability, conducting IFR flights as GAT in Mode S Enhanced designated airspace for more than 30 hours per airframe.The final date of compliance for the carriage and operation of Mode S Enhanced Surveillance airborne equipment is 31 March 2009.
7.4.2.3.2
7.4.3
7.4.3.1 7.4.3.2
Long-term surveillance technology convergence

The evolution of ground-based surveillance from today's conventional cooperative SSR to a future dependent means will happen progressively as enabled by the introduction of high-capacity surveillance technologies. Military airspace users should monitor the evolution of existing radar-based surveillance systems to advanced surveillance systems which will enable the reception of more data directly from the aircraft, thus allowing controllers to provide a better service and offering information of potential military interest. This information relates to real-time knowledge of the state of the aircraft and of its intended path.
29
SURVEILLANCE
7.4.3.3 The first step, termed Enhanced Surveillance, is associated with the state and identity, particularly air state (air speed and heading) and the one intent parameter (selected altitude). Enhanced Surveillance is thus establishing a capability for future development steps. A second step, later on, once concepts and requirements have matured and evidence and experience have been acquired, will be evolution towards intent-based ATM. Finally, as far as the delegation of separation assurance to the aircrew and the possible autonomy of flight is concerned, these concepts do not relate to surveillance itself but rather to Cooperative Separation Assurance. These applications will bring major changes to the fundamental principles of ATM and will use emerging techniques such as ADS-B,TIS-B and multilateration. It is expected that the future communication infrastructure will be able to support some of these surveillance applications and thus, as the main enabler of civil-military technological convergence, contribute to the introduction of these advanced concepts to military platforms and systems as appropriate.
7.4.3.4
7.4.3.5
7.5
7.5.1 7.5.2
Recommended actions
In accordance with the above discussion and conclusions concerning the various aspects associated with the progress of civil-military interoperability and integration in the field of surveillance, the recommended actions are as follows: Radar data provision and sharing [Action S1] Air defence and security concerns remain high, implying the continued need to detect renegade5 targets. Where security considerations permit, therefore, radar data sharing is highly recommended for security and safety reasons. It could cover all types of surveillance data, including 3D and Mode S. Firm processes must be established to optimise the sharing of civil air traffic control (ATC) and military (ATC/air defence) surveillance information. [Action S2] A number of technical improvements to enhance air navigation security must be considered in the light of the evolution of the Surveillance Strategy.These may include the reconsideration, in some instances, of current planning for the decommissioning of civil and military ATC primary radars.
7.5.3
Provision of PSR [Action S3] The provision of PSR has always been envisaged only for major terminal areas and not for en-route. This was mainly driven by financial principles and because the regulators are not requesting the provision of non-cooperative targets. However, the current version of the Surveillance Strategy takes into account ATM security requirements that entail the need to maintain PSR where and when required.
7.5.4
Provision of SSR [Action S4] The provision of SSR must be conducted in accordance with the contents of the EUROCONTROL Surveillance Strategy, i.e. SSR must be applied as the primary means of surveillance for en-route and TMA in the short and medium term. It will later be replaced by Mode S SSR and other techniques. After some local implementations for the future, it is expected that other techniques, such as ADS-B and multilateration, will also be deployed.
7.5.5
Provision of Mode S [Action S5] All State aircraft flying in Mode S-designated airspace need to comply with the final date of compliance for the carriage and operation of Mode S Elementary Surveillance airborne equipment, i.e. 31 March 2009. [Action S6] The carriage and operation of Mode S Enhanced Surveillance functionality applies to "transport-type" State aircraft with a maximum take-off mass in excess of 5,700 kg or a maximum true cruising airspeed in excess of 250 kts and a "full" DAP capability, conducting IFR flights as GAT in Mode S Enhanced designated airspace for more than 30 hours per airframe.The final date of compliance for the carriage and operation of Mode S Enhanced Surveillance airborne equipment is 31 March 2009.
Renegade - defined as a civil platform that is assessed as operating in such a manner as to raise suspicion that it might be used as a weapon to perpetrate a terrorist attack.
30
SURVEILLANCE
7.5.6 Provision of ground and mobile Mode S surveillance [Action S7] For ground surveillance provision specifically, interrogation with Mode S Interrogator Codes (IC) allocation is very complex and therefore the necessary civil-military coordination needs to be reserved in order to follow the agreed procedures and using the applicable EUROCONTROL working arrangements. The appropriate coordination should also be respected for the operation of mobile platforms equipped with interrogators. 7.5.7 Multilateration provision and sharing [Action S8] Developments related to the coexistence of multilateration with the rest of the surveillance infrastructure need to be closely monitored in order to verify their impact on civil-military interoperability. Such a new system has been the focus of recent EUROCONTROL activities, with ongoing standardisation and certification activities taking place for both airport and en-route wide-area systems. 7.5.8 Long Term Surveillance Technology Convergence [Action S9] Study implementation of emerging SUR techniques like ADS-B to support advanced ATM concepts in military platforms from 2010 (ADS-B Package 1).
31
Table 4
Surveillance Interoperability Roadmap

Years PSR En-Route 2005 2010 2015 2020

Observations Primary signal provided for ATM security and coordination General decommissioning should be revised owing to security Single PSR coverage for safety reasons in Major TMA Double conventional SSR (MSSR) coverage required SSR Mode 3/A C All State Aircraft flying in Mode S Airspace to be equipped with transponders Certain type of State Aircraft flying in Mode S Airspace to be equipped Deployment of ADS-B based on 1090 MHz. Local deployment of ADS-B based on VDL Mode 4 might have been implemented To deliver the ground picture to the aircraft Deployment of Wide area MultiLateration systems making use of 1090 MHZ transmissions (SSR, Mode S, 1090 Extented Squitter (ADS-B) and Short Squitter (ACAS) NATO IFF standards Primary detection of targets on the airport Deployment of Airport MultiLateration systems making use of 1090 MHZ transmissions, including vehicles, to support A-SMGCS
PSR Major TMA SSR
En-Route and Major TMA
SSR Mode S ELS
SSR Mode S EHS ADS-B
TIS-B Wide Area Multi-Lateration
Military IFF Surface Movement Radar Airport Airport Multi-Lateration
Key
Legacy
Recommended
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8. CERTIFICATION ISSUES
8.1
8.1.1 8.1.2
Introduction
Proper certification processes need to be agreed for civil and military aircraft to be certified for airworthiness when flying in ECAC airspace. For example, in the field of navigation, regulatory authorities required the carriage of specific airborne equipment. This is no longer desirable, the aim should be to promote operational performance instead of performance based on certain types of equipage. ICAO has endorsed the concept of Required Navigation Performance (RNP), which is a statement of aircraft navigation performance defined in terms of the accuracy, integrity, availability and continuity of service necessary for operations within a defined airspace, without requiring specific navigation equipment.
8.2
8.2.1 8.2.2
European civil and military certification issues

The European Commission established EASA, the Agency responsible for the airworthiness and environmental compatibility of civil aeronautical products.The Community will have exclusive competence in these fields. The intention is to cover the entire field of aviation safety needs by means of common rules implemented by a single regulator. EASA will therefore become the cornerstone of Community policy in this field.The Commission will extend the common rules to include air operations and flight crew licensing. In this way, nearly all the rules which have been developed by the JAA will be incorporated into Community law and will be applied uniformly throughout the Community. Aviation safety also means the safety of airport operations and air traffic management.The Commission will therefore be initiating work immediately to have these areas covered by Community rules as well.This work will be carried out together with EASA and in particular with EUROCONTROL, whose experience and expertise in this field are essential. Civil-military CNS/ATM interoperability requires some form of harmonised approach rather than purely national ones. EASA has neither a mandate nor any intention of looking at the airworthiness of State aircraft.When military aircraft are flying as GAT, similar processes should be considered. Common agreed acceptance procedures were applied in the EUROCONTROL RVSM programme for both civil and State aircraft. Although RVSM concerned only a limited type of military transport aircraft, it shows a way forward which could be accepted and followed by the military authorities.
8.2.3
8.2.4
8.3
8.3.1
A harmonised approach to the certification of military aircraft

Military organisations generally have the authority to "self-certify" their own aircraft (e.g. navigation equipment). However, acceptance of foreign military self-certification is at the discretion (in accordance with ICAO) of the States into and over whose territories such flights are made. Absence of civil certification of military system performance disqualifies on-board military systems from being used in the civil environment, even if they offer superior levels of navigation accuracy. Within the EUROCONTROL institutional framework, a civil-military regulatory initiative is required in order to put in place the mechanisms to run a certification process, or equivalent, for military navigation systems, with a view to obtain recognition of some level of "ICAO/MASPS" capability.The level of accuracy should be expressed in terms of performance (e.g. RNP) capability independently of supporting avionics or ground infrastructure. NATO is investigating the potential Instrument Flight Rules (IFR) certification of navigation systems using military PPS GPS systems. As described in the Chicago Convention, military aircraft do not have to be certified by national civil aviation authorities in order to fly in civil airspace.The military authorities which take responsibility for stating that a specific aircraft is compliant with civil aviation standards provide this certification.The evolution of air traffic and of navigation aids leads to more and more stringent performances in the navigation systems on board military aircraft. More specifically, the certification of navigation systems using PPS GPS raises a problem, since civil aviation authorities recognise only SPS GPS. The main objective of this effort is to develop guidelines to help individual military authorities certifying their systems for GAT/IFR.
8.3.2 8.3.3
8.3.4 8.3.5
8.3.6
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9. SPECTRUM ISSUES
9.1
9.1.1
Introduction
Many airborne systems require the use of dedicated spectrum in order, for example, to land during adverse weather conditions or low visibility, or to maintain safe separation between aircraft.The reality shows growing congestion of spectrum bands as a result of the introduction of new communications technologies and increasing competition for new allocations as a result of the booming growth of mobile telecommunications. The success of civil-military CNS/ATM interoperability initiatives will depend to a great extent on the protection of the aeronautical spectrum presently in use and future access to interference-free radio frequencies as required to support new systems which will be the cornerstone of technology convergence between civil and military CNS/ATM systems. Military requirements dictate particular needs in terms of spectrum support. These might collide with overall aviation needs, which would then need to be harmonised.This should be done by congregating civil and military strategies and positions on spectrum-related matters, as foreseen in the existing NATO-EUROCONTROL Memorandum of Cooperation and in the "New Mechanism for Management, Assignment and Audit of the Use of Aviation Radio Spectrum", which has been established in accordance with a decision of the European Ministers of Transport.
9.1.2
9.1.3
9.2
NATO 9.2.1 9.2.2
Working arrangements in the spectrum domain
The NATO Military Operational Requirement for use of Radio Frequency Spectrum addresses the basic NATO requirements in terms of frequency and spectrum allocations. The NATO Joint Civil/Military Frequency Agreement (NJFA) is a joint agreement between civil and military authorities of NATO nations on the use of spectrum for military purposes in support of NATO operations. It sets out the military spectrum requirements which NATO nations agree to accept by reflecting such needs in national allocation tables as far as possible. It includes both NATO requirements for spectrum access and national military requirements in support of NATO. In addition, in order to satisfy the requirement for mobility and interoperability of forces, and to improve commonality in spectrum utilisation for military operations and efficiency in border areas, it designates harmonised NATO bands for military use throughout NATO Europe. NATO shares a common interest with aviation in aircraft operations and associated use of the aeronautical spectrum. The NATO Civil/Military Frequency Management Sub-Committee (NATO FMSC) acts as the focal point and sole competent source of advice and decisions on these matters within the Alliance.The NATO FMSC is supported by staff of the Spectrum Management Branch (SMB) at NATO Headquarters in Brussels. All NATO nations send both military and civil representatives, the latter representing the civil aviation administrations of NATO nations, to the NATO FMSC. The NATO FMSC responds directly to the Military Committee (MC) on matters of an urgent operational nature falling within its area of responsibility.
9.2.3
Civil Aviation 9.2.4 The ECAC Ministers of Transport recognised that radio frequency spectrum is a scarce resource for which demand is constantly increasing.They called on EUROCONTROL, in close cooperation with ICAO, to address the need for a strong mechanism for aviation spectrum management, aviation frequency assignment and auditing of the use of aviation spectrum within the airspace of ECAC States. As a consequence of the setting-up of this mechanism, a high-level independent group known as the Spectrum Frequency Consultation Group (SFCG) was established. This group is supported by EUROCONTROL and ICAO and is in charge of the development of the European Aeronautical Spectrum Strategy (EASS) and Aeronautical European Common Position (AECP). It is composed of representatives of all stakeholders, including the military. It considers current policy and strategic issues relating to spectrum and frequency management, including military requirements.
9.2.5
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SPECTRUM ISSUES
9.2.6 Even though the ultimate ownership of spectrum resides with each State's administration, bands allocated to aviation are internationally coordinated by the world administrations participating in the World Radiocommunication Conferences (WRCs) of the International Telecommunications Union (ITU), at which more than 180 States are represented.The preparatory process for WRC discussions involves numerous communities of spectrum users and, on the aviation side, organisations such as ICAO, the European Commission, CEPT, industry, etc., attempting to influence the whole process. In this complex institutional framework, the appropriate process for ensuring that the required spectrum for systems enabling civil-military CNS/ATM interoperability is globally accepted and protected consists, prior to the WRC, in taking military concerns into consideration in the development of the AECP which is to be defended by the States at the WRC. This Roadmap therefore promotes active military participation in the AECP development process, which takes place within the SFCG.
9.2.7
9.2.8
9.3
9.3.1
Aeronautical spectrum constraints and opportunities

As mentioned above, lack of spectrum availability has the potential to severely constrain any CNS implementations. The following bands in particular might at least constrain CNS requirements, both civil and military, and their international status should therefore be closely monitored in order to ensure that any new implementation or interoperability measures are not affected by a lack of frequency support. VHF ATC navigation (108-117.975 MHz): in this band, ICAO standard systems such as VOR and ILS are supported. Such services continue to be essential in order to provide approach and landing services for military airspace users; the protection of this band should therefore be ensured. VHF ATC communications (118.-137 MHz): this band is highly congested in much of Europe. In order to cope with this situation, Europe has promoted a new standard based on 8.33 kHz channel spacing. According to some studies, the process of migration from 25 to 8.33 kHz is forecast to reach its limits by 2015. It is also thought that air-ground mobile communication will mainly be provided at that time via data link, with voice communications reserved for certain tactical communications. Military-specific requirements in this band are described only as "civilian ATC performed by military" or "ability to provide ATC for civilian aircraft".This requirement is not expected to change in the future. Military A/G communications for off-route (138-144 MHz): this band supports the handling of military aircraft flying as Operational Air Traffic (OAT) or General Air Traffic (GAT). In some countries the full range up to 150 or 160 MHz is used for military A/G/A requirements. Cooperation between NATO and non-NATO air forces relies heavily on the availability of this military band. Military UHF communications (225-400 MHz): this band is essential for NATO's air forces. It is used primarily for line-of-sight tactical ground communications, A/G/A, A/A voice and data links. Its use includes telemetry communications for UAVs, UHF tactical satellite and tactical radio relay networks. Future military communications requirements will rely heavily on the UHF spectrum, including the needs of deployable forces, ACCS requirements and advanced technologies which will be used for military purposes. There are initiatives to extend UHF A/G/A coverage to new NATO and PfP nations.This initiative is progressing towards recognition of the 225-400 MHz band as a harmonised military band throughout Europe. UHF frequencies have traditionally been lent to civil ANSPs to be implemented in support of ATC services provided to military aircraft which are not VHF capable. Aeronautical radio navigation (960-1215MHz): the L-band supports fundamental services for both civil and military aviation.These are based on the operation of systems such as DME,TACAN, SSR, PSR, ACAS, Mode S, IFF and some bands of GPS and GALILEO. JTIDS/MIDS Link 16 uses a set of 51 frequencies in this band, but also on a non-interference basis. It is vital to keep aviation interests in this band.
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SPECTRUM ISSUES
Future spectrum allocations: the agenda for the next ITU WRC contains one item of relevance to aeronautical communications, as it paves the way for the allocation of a new radio band for aeronautical mobile communications. This item aims "to consider allocations for the aeronautical mobile (Route) service in parts of the bands between 108 MHz and 6 GHz and to study current frequency allocations which will support the modernisation of civil aviation telecommunication systems".
9.3.2
If these spectrum allocations are agreed at the next WRC, the introduction of a future communication system will be facilitated, thus enabling many ATM operational improvements, including security applications. The advent of this new generation of communications systems will offer military aviation a unique opportunity to increase the integration of systems and pursue effective long-term civil and military technological convergence.
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10. OTHER AERONAUTICAL SYSTEMS REQUIREMENTS

10.1
10.1.1
General
Various other requirements additional to those extensively discussed in this Roadmap have been mandated for or are planned to operations within ECAC airspace. Hey have not been fully considered in this document either because of its limited impact in civil-military interoperability or because they are not categorised as CNS but more related to safety assurance. The additional avionics requirements that have been considered in that situation include, for example, a navigationrelated mandate like RVSM, safety assurance systems linked with SSR Mode S like ACAS and FM Immunity to protect VHF systems, VOR and ILS receivers from harmful interferences. The option was not to conduct in this document an in depth discussion of its military impacts but for completeness a table has bee inserted, as annex A, describing some known avionics requirements, other than CNS, and providing some information on its applicability to State aircraft.
10.1.2
10.2
10.2.1
Future flight management systems (FMSs)

Around 2020, integrated modular avionics (IMA) will be extremely widespread.This will enable FMS capabilities well beyond the current scope of navigation. In effect, the flight management system will become a complex function managing a large number of aircraft and flight operation aspects including navigation, communications and surveillance. This function is likely to be distributed through the airborne network, allowing full interoperability with the underlying avionics functions. Such capabilities will be software-intensive and upgradeable in order to allow the logic of trajectory negotiation and other complex sub-functions to be updated and added as the operational concepts evolve. The IMA concept may allow for faster upgrades across the whole fleet, enabling the ATC solution to evolve with the fleet. It is also expected that the flight management function will rely on standard models for many aspects, thus enabling common understanding when sharing information among the future ATM system actors. The functionalities of future FMSs will certainly include standard generic aircraft performance models, advanced trajectory predictions, standard descriptions of flight intent, standard weather models to share meteorological information, etc. It can easily be concluded that such a paradigm in the area of future FMSs will raise new challenges, from a technical and economic perspective, for civil-military interoperability, particularly in the area of avionics integration, in order to ensure the coherence of the overall model and architecture.
10.2.2
10.2.3 10.2.4
10.2.5
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11. GLOSSARY
11.1 Abbreviations
Aircraft Communication and Reporting System Airborne Collision Avoidance System Area Control Centre Air Command and Control System (NATO) ATC Clearance ATC Communications Management Air Defence Aircraft-Derived Data ATS Data Exchange Protocol Automatic Direction Finder Automatic Dependent Surveillance (C - Contract, B - Broadcast) Aeronautical European Common Position Aeronautical Fixed Telecommunications Network Aeronautical Information Services ATC Microphone Check Aeronautical Message Handling System Air Navigation Conference (ICAO) Air Navigation Service Provider ACARS over AVLC Airline Operational Communications Approach Procedure with Vertical Guidance Action Plan 17 of MoU between EUROCO)NTROL and FAA (Future Communications Study) Aeronautical Radionavigation Service Aircraft Separation Assurance System Airfield Surface Detection Equipment Advanced Surface Movement Guidance and Control System All-Purpose Structured EUROCONTROL Surveillance Information Exchange Air Traffic Control Air Traffic Controller Air Traffic Flow and Capacity Management Automatic Terminal Information System Air Traffic Management Aeronautical Telecommunications Network (ICAO concept) Air Traffic Services Air Traffic Situational Awareness Autonomous Operations Aviation VHF Link Control Airborne Warning and Control System Beyond Line Of Sight Basic RNAV (RNP 5) Command and Control (Political) Consultation Command and Control (formerly known as Command Control and Communications) Co-operative ATS through Surveillance & Communication Applications Deployed in ECAC Collaborative Decision-Making Code Division Multiple Access Confrence Europenne des Postes et Tlcommunications ACARS ACAS ACC ACCS ACL ACM AD ADD ADEXP ADF ADS AECP AFTN AIS AMC AMHS ANC ANSP AOA AOC APV AP17 ARNS ASAS ASDE A-SMGCS ASTERIX ATC ATCO ATFCM ATIS ATM ATN ATS ATSAW AUTOPS AVLC AWACS BLOS B-RNAV C2 C3 CASCADE CDM CDMA CEPT
38
GLOSSARY
CFMU CIDIN CIS CNS COM COOPATS COSEP COTS CPDLC CTR DAP D-ATIS DCA DCL DGPS DLIC DME DSC EANPG EASA EASS EATMP ECAC ECC ECG ECIP ELS EHS ERRIDS EXTRA FAA FANS FCI FCS FDPS FIS FLIPCY FMS FPALS FPL FRUIT GA GAT GATM GBAS GNSS GPS GPWS Central Flow Management Unit Common ICAO Data Interchange Network Communication and Information Systems (NATO) Communications, Navigation and Surveillance Communications Cooperative ATS Cooperative Separation Commercial Off-The-Shelf Controller-Pilot Data Link Communications Control Area Downlink Airborne Parameters Data Link ATIS Designated Controlled Airspace Departure Clearance Differential GPS Data Link Initiation Capability Distance Measuring Equipment Downstream Clearance European Air Navigation Planning Group (ICAO) European Aviation Safety Agency European Aeronautical Spectrum Strategy European Air Traffic Management Programme European Civil Aviation Conference Exemption Coordination Cell EATMP Communications Gateway European Convergence and Implementation Plan Elementary Surveillance (Mode S) Enhanced Surveillance (Mode S) European Regional Renegade Information Dissemination System European Cross-Border Transport Network for ANSPs Federal Aviation Administration Future Air Navigation System Future Communications Infrastructure Future Communications Study Flight Data Processing System Flight Information Service Flight Plan Consistency Flight Management System Future Precision Approach and Landing Systems Flight Plan False Replies Unsynchronised in Time General Aviation General Air Traffic Global Air Traffic Management (United States Air Force) Ground-Based Augmentation System Global Navigation Satellite System Global Positioning System Ground Proximity Warning System
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GLOSSARY
HF IC ICAO IER IFF IFPS IFR II ILS IMA INS IP IRS ISO ITU JAA JPALS JTIDS/MIDS JTRS JTSO LAN LCIP MASPS MILT MLS MMHS MMR MNS MOPS MOR MSSR MTCD NATO NDB NOTAM NPA OAT ODIAC OLDI OSI PA PALS PAR PENS PfP PPS PRMG PSR High Frequency Interrogator Code (Mode S) International Civil Aviation Organisation Information Exchange Requirements Identification Friend or Foe Initial Flight (Plan) Processing System Instrument Flight Rules Interrogator Identifier (Mode S code) Instrument Landing System Integrated Modular Avionics Inertial Navigation System Internet Protocol Inertial Reference System International Standards Organisation International Telecommunications Union Joint Aviation Authority Joint Precision Approach and Landing Systems Joint Tactical Information Distribution System/Multifunctional Information Distribution System Joint Tactical Radio System JAA Technical Standard Order Local Area Network Local Convergence and Implementation Plan Minimum Aircraft Systems Performance Specifications (ICAO) Military Team Microwave Landing System Military Message Handling System Multimode Receiver Mobile Network Services Minimum Operation[al] Performance Specifications Military Operational Requirement Monopulse SSR Medium-Term Conflict Detection North Atlantic Treaty Organisation Non-Directional Beacon Notice to Airmen Non-Precision Approach Operational Air Traffic Operational Development for Integrated Air-Ground Data Communication Services On-Line Data Interchange Open Systems Interconnection Precision Approach Precision Approach and Landing System Precision Approach Radar Pan-European Network Services Partnership for Peace Precise Positioning Service Approach and Landing Radio Beacon Group System (co-located with RSBN) Primary Surveillance Radar
40
GLOSSARY
QSIG RADNET RAIM RAP RCP RNAV RNP RSP RVA RVSM RSBN SAR SARPS SATCOM SBAS SDR SFCG SI SPS SSR STANAG STCA SUR SWIM TACAN TCAS TCP/IP TDMA TGL TIS-B TMA UAT UHF VCS VDL VFR VHF VOLMET VOR VORTAC WAN WRC Quality Signalling (Telephony Protocol) Radar Data Exchange Network Receiver Autonomous Integrity Monitoring Recognised Air Picture Required Communications Performance Area Navigation Required Navigation Performance Required Surveillance Performance Recorded Voice Announcement Reduced Vertical Separation Minima Radionavigacionaya Systema Bliznoj Navigacii (Tactical Navigation Azimuth/Range System) Search and Rescue Standards and Recommended Practices (ICAO) Satellite Communications Space-Based Augmentation System Software-Defined Radio Spectrum Frequency Consultation Group Surveillance Identifier (Mode S code) Standard Positioning Service Secondary Surveillance Radar Standardisation Agreement Short-Term Conflict Alert Surveillance System-Wide Information Management (UHF) Tactical Air Navigation Aid Traffic Collision Avoidance System Transmission Control Protocol/Internet Protocol Time Division Multiple Access Temporary Guidance Leaflet Traffic Information System - Broadcast Terminal Manoeuvring Area Universal Asynchronous Transceiver Ultra High Frequency Voice Communication System VHF Data Link Visual Flight Rules Very High Frequency Meteorological Information for Aircraft in Flight VHF Omnidirectional Radio Range VOR associated with TACAN for civil usage Wide-Area Network World Radiocommunication Conference
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GLOSSARY
11.2 Definitions
Air Defence (AD)
All measures designed to nullify or reduce the effectiveness of hostile air action.
Air Surveillance
The systematic observation of airspace by electronic, visual or other means with the primary purpose of identifying and determining the movements of aircraft and missiles.
Area Navigation (RNAV)

This is a method which permits aircraft navigation along any desired flight path within the coverage of the associated navigation aids or within the limits of the capability of self-contained aids, or a combination of these methods. RNAV equipment is considered to be any equipment which operates by automatically determining aircraft position from one or a combination of sensors with the means to establish and follow a desired path.
Automatic Dependent Surveillance - Broadcast (ADS-B)

Automatic Dependent Surveillance - Broadcast (ADS-B) is a surveillance technique which allows the transmission of aircraftderived parameters, such as position and identification, via a broadcast-mode data link for use by any air and/or ground users. Each ADS-B emitter periodically broadcasts its position and other data provided by the on-board aircraft avionics systems. Any user, either airborne or ground-based, within range of the emitter may choose to receive and process the information.
B-RNAV
B-RNAV is defined as RNAV which meets a track-keeping accuracy equal to or better than +/- 5 NM for 95% of the flight time (RNP-5).This value includes signal source error, airborne receiver error, display system error, and flight technical error.This navigation performance assumes that the necessary coverage provided by satellite or ground-based navigation aids is available for the intended route to be flown.
Command and Control System

An assembly of equipment, methods, procedures and, if necessary, personnel, enabling commanders and their staffs to exercise command and control.
Communication and Information Systems (CIS)

Collective term for communication systems and information systems.
Commercial Off-The-Shelf (COTS)

Pertaining to a commercially marketed product which is readily available for procurement.
Communication System
An assembly of equipment, methods, procedures and, if necessary, personnel, organised to accomplish information transfer functions. A communication system provides communication between its users and may embrace transmission systems, switching systems and user systems.
Distance-Measuring Equipment (DME)

Equipment (airborne and ground) used to measure, in nautical miles, the slant range distance of an aircraft from the DME navigational aid. DME is usually frequency-paired with other navigational aids such as a VOR or localiser.
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GLOSSARY
Elementary Surveillance (ELS)
Elementary Surveillance includes basic surveillance and also delivers the following to the surveillance user including humans and systems that may utilise Controller or System Access Parameters (CAP/SAP): the aircraft identity - the Mode A call sign and 24-bit address, flight identity or tail registration; the aircraft pressure altitude in units of 100 ft or 25 ft, if the aircraft is appropriately equipped. Mode S Elementary Surveillance functionality shall constitute the following transponder parameters and data formats for Ground Initiated Comm.-B (GICB) protocols as defined in ICAO Annex 10 volume III (Amendment 77 or later), Appendix 1: 24 bit aircraft address, SSR Mode 3/A Altitude reporting in 25ft increments (or at least 100 ft increments - subject to airframe capability, ICAO Annex 10,Vol IV 2.1.3) Flight Status (airborne/on the ground) (ICAO Annex 10,Vol IV 23.1.2.8.6.7) Data Link Capability Report (BDS 10 hex) Common Usage GICB Capability Report (BDS 17 hex) Aircraft identification (BDS 20 hex) ACAS Active Resolution Advisory (BDS 30 hex) if ACAS equipped The aircraft operator has to ensure that the aircraft reports a unique 24 bit aircraft address as assigned by the appropriate State Authorities and as managed by the appropriate military domain (if applicable)
Enhanced Surveillance (EHS)

Enhanced Surveillance includes elementary surveillance and also delivers to the surveillance user a set of air-derived data (ADD) in order to provide additional data to ground-based ATM systems and safety nets. When implemented using Mode S SSR, the following aircraft parameters are automatically extracted from the aircraft: BDS Register BDS 4,0 BDS 5,0 Basic DAP Set (if Track Angle Rate is available) Selected Altitude Roll Angle Track Angle Rate True Track Angle Ground Speed Magnetic Heading Indicated Airspeed (IAS) / Mach no. (Note: IAS and Mach no. are considered as 1 DAP (even if technically they are 2 separate ARINC labels). If the aircraft can provide both, it must do so). Vertical Rate (Barometric rate of climb/ descend or baro-inertial) Alternative DAP Set (if Track Angle Rate is not available) Selected Altitude Roll Angle True Track Angle Ground Speed Magnetic Heading Indicated Airspeed (IAS) / Mach no. (Note: IAS and Mach no. are considered as 1 DAP (even if technically they are 2 separate ARINC labels). If the aircraft can provide both, it must do so). Vertical Rate (Barometric rate of climb/descend or baro-inertial) True Airspeed (provided if Track Angle Rate is not available)
BDS 6,0
The two columns reflect which DAPs are to be provided if Track Angle Rate is or is not available.
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GLOSSARY
Global Positioning System (GPS)
GPS is a US space-based positioning, velocity and time system composed of space, control and user elements.The space element is nominally composed of 24 satellites in six orbital planes. The control element consists of five monitor stations, three ground antennae and a master control station.The user element consists of antennae and receiver processors providing positioning, velocity, and precise timing to the user.
Identification, Friend or Foe (IFF)

A system using electromagnetic transmissions to which equipment carried by friendly forces automatically responds by, for example, emitting pulses, thereby distinguishing themselves from enemy forces.
Instrument Landing System (ILS)

A precision instrument approach and landing system which normally consists of the following electronic components:VHF (very high-frequency) localiser and glide path equipment; an associated monitor system; remote-control and indicator equipment.
Information System
An assembly of equipment, methods, procedures and, if necessary, personnel, organised to accomplish information processing functions.
Interoperability
The ability of systems to provide information and services to and accept information and services from other systems and to use the information and services so exchanged. It is also defined as the condition achieved among communications-electronics systems or items of communicationselectronics equipment when information or services can be exchanged directly and satisfactorily between them and/or their users.
Microwave Landing System (MLS)

MLS is a precision approach and landing guidance system which provides position information and various ground to air data.
Multilateration
Multilateration is a surveillance technique where aircraft replies from other SSR or SSR Mode S interrogations or spontaneous squitter from Mode S transponders are passively received by three or more ground receiver stations. Using time-of-arrival techniques, the position and altitude of the target can be determined. In some multilateration systems at airports, active Mode S selective interrogations are used to extract aircraft identity, Mode A or other data from the aircraft.
NATO Consultation, Command and Control Systems

Communication and information systems, sensor systems and facilities which enable NATO Authorities and Commands to carry out consultation, command and control.
NATO Standardisation Agreement (STANAG)

The record of an agreement among some or all the member nations to adopt similar military equipment, ammunition, supplies, stores and operational, logistic and administrative procedures. National acceptance of a NATO publication issued by the Military Agency for Standardisation may be recorded as a Standardisation Agreement. Also known as "STANAG".
Primary Surveillance Radar (PSR)

Primary radar operates by radiating high levels of electromagnetic energy and detecting the presence and characteristics of echoes returned from reflected objects. Target detection is based entirely on the receipt of reflected energy. It does not depend on any energy radiated from the target itself, i.e. no carriage of airborne equipment is required.
Required Navigation Performance (RNP)

This is a statement of the navigation performance necessary for operation within a defined airspace.
Required Navigation Performance Type (RNP Type)

RNP types are established according to navigational performance accuracy in the horizontal plane, that is, lateral and longitudinal position fixing.The type is identified as an accuracy value expressed in nautical miles (e.g. RNP-5).
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GLOSSARY
Secondary Surveillance Radar (SSR)
Secondary surveillance radar (SSR) operates by transmitting coded interrogations in order to receive coded information from all SSR transponder-equipped aircraft, providing a two-way "data link" on separate interrogation (1030 MHz) and reply (1090 MHz) frequencies. Replies contain positive identification as requested by the interrogation: either one of 4096 codes (Mode A) or aircraft pressure altitude reports (Mode C).The cooperative concept ensures stable received signal strength and considerably lower transmitted power levels than primary radar.
SSR Mode S
SSR Mode S is a development of SSR. It uses the same interrogation and reply frequencies as SSR but the selective interrogations contain a unique 24-bit address. This ensures that transmissions can be decoded only by the one aircraft equipped with the Mode S transponder corresponding to that 24-bit address. A Mode S station also transmits conventional SSR formats in order to detect SSR-only aircraft (Mode A/C) and is thus downwards compatible with SSR Mode A/C. The SSR Mode S transponder is also a fundamental part of the ACAS airborne installation and ADS-B when using the SSR 1090 MHz transmission.
Surveillance
Surveillance is defined as the technique for the timely detection of targets, the determination of their position (and, if required, the acquisition of supplementary information relating to targets) and the timely delivery of this information to users in support of the safe control and separation of targets within a defined area of interest.
Tactical Air Navigation (TACAN)

Tactical Air Navigation (TACAN) is a NATO military radio navigation system which provides a pilot with a bearing and distance to a beacon on the ground, a ship, or specially equipped aircraft. TACAN is the primary tactical air navigation system for the military services ashore and afloat.TACAN is often collocated with civil VOR stations (VORTAC facilities).
Traffic Information Service - Broadcast (TIS-B)

TIS-B allows an air traffic situation picture to be transmitted to an aircraft from the ground. It is a Traffic Information Service.
Very High Frequency Omnidirectional Radio Range (VOR)

A very high frequency radio navigational aid which provides suitably equipped aircraft with a continuous indication of bearing to and from the VOR station.
Very High Frequency Omnidirectional Radio Range/Tactical Air Navigation (VORTAC)

A navigational facility consisting of two components, VOR and TACAN, which provide three services: VOR azimuth, TACAN azimuth, and TACAN slant range.
45
12. REFERENCED AND RELATED DOCUMENTS

[1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16] [17] [18] [19] [20] [21] [22] [23] [24] [25] [26] [27] [28] [29] [30] EUROCONTROL ATM Strategy for 2000+,Volumes 1 and 2, 2003 edition Operational Concept Document,Volume 1, Edition 2.1 - 12JAN04 EATMP Communications Strategy Volume 1, Edition 4.2 - 28SEP05 and Volume 2, Edition 5.4 - 28SEP05 Surveillance Strategy for ECAC, Edition 2.0 - 18NOV05 Surveillance Development Roadmap, Edition 1.1 - MAR02 (under revision) Target Surveillance Functional Architecture, Edition 1.0 - NOV03 Mode S Programme Management Plan, Edition 1.2 - 13MAR03 Mode S Concept of Operations CONOPS, 1996 Automatic Dependent Surveillance Concept, Edition 1.7 - 28SEP01 8.33 User Guide, Edition 5.1 - 21JAN02 8.33 Implementation Plan for above FL195, Draft Edition0.5 - AUG04 ATC Data Link Manual for Link 2000+ Services,Version 2.0 - JUL04 ECAC Navigation Strategy and Implementation Plan, Draft Edition 2.0 - 09DEC04 Overall CNS/ATM Target Architecture Management Overview, Edition 3.0 - 3MAY02 Interoperability Requirements Document (IRD) Air Traffic Flow Management and Flight Plan Management to Military ATS Providers, Draft Edition 0.02, 9JAN03 Feasibility Study for Civil Aviation Data Link for ADS-B Based on MIDS/Link 16, Edition 1.0 - 15AUG03 NATO AC/322(SC/1-WG/2)N/486, Common Fitting Standards for Air Communications, Navigation, Identification and Landing Systems - 14JAN2003 NATO EAPC(AC/322-SC/2)N(2003)029, NATO Policy for C3 Systems Interoperability - 4DEC03 NATO EAPC(AC/322-SC/2)N(2003)027, NATO C3 System Architecture Framework - 24NOV03 NATO EAPC(NATMC-CNS)N(2005)0004, NATO Strategic Plan for Joint Air Navigation and Landing Systems 05AUG05 EUROCONTROL-NATO Memorandum of Cooperation, 25MAR03 ICAO Doc 7030 Part 1 - Rules of the Air, ATS and SAR European Aeronautical Spectrum Strategy for the Years 2005-2025, draft edition, 10SEP04 Common Action Plan 17 on Future Communication Systems included in the Revised Memorandum of Cooperation (MOC) between the FAA and EUROCONTROL, 01OCT04 ICAO Document 9613 Manual on Required Navigation Performance (RNP MAN), 1994 EUROCONTROL Standard Document for Area Navigation Equipment - Operational Requirements and Functional Requirements, Edition 2.2 - December 1998 RTCA DO-236A /EUROCAE ED75 Minimum Aviation System Performance Standards for Required Navigation Performance for Area Navigation, 1998 NATO AC/92-N(2004)0010, Updated NATO Military Position on Mode S, 21OCT04 Agency ATM Security Policy Guidance, approved by EUROCONTROL PC Mode S Harmonisation of the Transition Arrangements for State aircraft - Process and Procedures for the Managing of the Mode S Compliance Status and the Exemptions Granted to State Aircraft, Ed. 1.0 dd, 14JAN05
46
ANNEX A
List of other Avionics Requirements not extensively discussed in the main body of this interoperability roadmap. (See also the EUROCONTROL Avionics Information web page).
Airborne Collision Avoidance System (ACAS)

ACAS II is intended to improve air safety by acting as a "last-resort" method of preventing mid-air collisions or near collisions between aircraft. By utilising secondary surveillance radar (SSR) technology, ACAS equipment operates independently of ground-based aids and ATC. Aircraft equipped with ACAS have the ability to monitor other aircraft in the vicinity and assess the risk of collision by interrogating airborne transponders. Non-transponding aircraft are not detected. Designation ACAS II Requirement for ECAC Airspace TCAS II, version 7 mandated from 01Jan 2000 and 01 Jan 2005 for civil aircraft depending on its MTOM and passenger seats. Applicability to State Aircraft ACAS mandate is only applicable for civil aircraft.Voluntary installation programme on military transport-type aircraft by 1 January 2005. In Germany the 01JAN 2005 mandate includes military transport aircraft but German authorities put in place transitional arrangements and an exemption process.
Reduced Vertical Separation Minima (RVSM)

RVSM provides continuous 1000-ft vertical separation and an additional six flight levels between FL 290 and FL 410 in the upper airspace of the 41 States involved in the Programme. The main provision for any reduction in vertical separation is that aircraft flying in this area are to be equipped with heightkeeping equipment complying with ICAO Minimum Aircraft Systems Performance Specification (altimetry) (MASPS). MASPS ensure height-keeping accuracy to a standard compatible with the agreed safety requirements.This includes at least two independent altimeters on board the aircraft, which must always be within a certain tolerance of each other. Many aircraft operating as OAT cannot meet the MASPS requirement for height-keeping performance and therefore require 2000-ft minimum vertical separation from all other aircraft. Based on the results of real-time RVSM simulations, the operations of OAT traffic crossing routes within RVSM airspace should not be hindered to any significant degree. This requires adequate coordination between military and civil ATC units. Designation RVSM Requirement for ECAC Airspace Mandated in EUR RVSM Airspace from FL290 to FL410. ICAO MASPS. Applicability to State Aircraft State aircraft benefit from RVSM exemption. Military aircraft operating as GAT which are non MASPS RVSM compliant are allowed in RVSM airspace but are subject to 2000ft vertical separation from all other aircraft. Of course, MASPS RVSM-compliant military aircraft are subject to 1000-ft vertical separation.
FM immunity
For safety reasons,VOR and ILS receivers and other VHF avionics in the aircraft are now required to be protected against potential interference from VHF broadcast transmissions. This entails the use of FM-immune VHF equipment by modification of existing equipment or re-equipage (e.g. filters or MMR). Exemptions for State aircraft may still be negotiated on a bilateral basis but many national aeronautical publications are constraining landing authorisations on the carriage of FMimmune avionics. Designation VHF Com Immunity from FM radio broadcasts Requirement for ECAC Airspace All VHF Com equipment. Applicability to State Aircraft Exemptions for State aircraft may still be negotiated on a bilateral basis. Consult national AIPs.
47
ANNEX A
Enhanced Ground Proximity Warning System / Terrain Awareness Warning System

The EGPWS provides a real-time situational awareness of surrounding terrain and obstacles in relation to the aircraft's altitude and flight path.The system is designed to visually and aurally alert the flight crew of potential trouble ahead. EGPWS includes a built-in terrain and obstacle database designed to provide situational awareness and help avoid CFIT accidents.The terrain and obstacle information can be displayed in the cockpit on a variety of compatible displays (EFIS or Weather Radar) so that a pilot can immediately determine if the surrounding terrain or obstacles are above or below the aircraft's altitude and pose a potential threat. Designation EGPWS/TAWS Requirement for ECAC Airspace ICAO world wide mandate. ICAO Annex 6 part 1. Applicability to State Aircraft Applicability to State aircraft not defined.This is not an ATM/CNS Requirement as stated in ICAO Annex 6 Part 1. Paras 6.15.5 to 6.15.7
Flight Data Monitoring

This requirement is Awaiting JAA adoption planned for 2005. the proposal is for aircraft > 27,000kg to be equipped with a suitable electronic flight data recorder or quick access recorder where flight data can be regularly replayed for purposes of crew monitoring. Designation Flight Data Monitoring Requirement for ECAC Airspace Applicability to State Aircraft
Planned for 2005. Proposed equipage for Not defined aircraft>27,000 kg with electronic flight data recorder.
Emergency Locator
This is an ICAO worldwide aircraft requirement that foresees that all aircraft with a certificate of airworthiness (CA) after 1/1/2002 shall be equipped with an automatic ELT capable of transmitting on 121.5 MHz and 406MHz. Aeroplanes with a CA before 1/1/2002 must have any type of ELT capable of transmitting on 121.5MHz and 406MHz. Designation Emergency Locator / ELT Requirement for ECAC Airspace Mandated 1/1/2002. ICAO SARPS Annex 6 Part 1, para 6.17 See also JAR.OPS 1.820 Applicability to State Aircraft Not defined
48
ANNEX B
List of ECIP objectives (detailed description, scope, status, applicability area and implementation dates can be found at www.eurocontrol.int/ecip/protected/index.html)
Communications
Objective COM01 COM02 COM03 COM04 COM05 COM06 COM07 COM09 Description Implement 8.33 kHz Frequency Spacing Expansion of the use of 8.33 kHz VHF frequency channels Implement 8.33 kHz channel spacing above FL 195 Migrate flight data exchange from X.25 to TCP/IP Migrate from AFTN/CIDIN to AMHS for international communications Migrate to ATS-Qsig digital signalling for ground telephone applications Improve the management and optimise the operational use of aeronautical frequency assignments in allocated radio bands Migrate ground international or regional X.25 data networks or services to the Internet Protocol (IP)
Navigation
Objective NAV03 NAV05 NAV06 NAV07 NAV08 NAV09 Description Implementation of Precision Area Navigation RNAV (P-RNAV) as an interim step towards Required Navigational Performance Area Navigation (RNP RNAV) Implementation of Required Navigation Performance Area Navigation (RNP-RNAV) Rationalisation of navigation infrastructure Enable implementation of RNAV approach procedures on the basis of DME/DME and/or basic GNSS, and RNAV approach procedures with Barometric Vertical Guidance (ICAO APV/Baro VNAV) Enable implementation of approach procedures with vertical guidance using SBAS (ICAO APV I&II) Enable GBAS Cat.1-based precision approach service as a first step towards a system providing Category II and III capability
Surveillance
Objective SUR01 SUR02 SUR03 SUR04 SUR05 SUR06 Description Implement dual secondary surveillance radar (SSR) coverage Implement Mode S Elementary Surveillance Implement radar data processing and distribution systems Implement Mode S Enhanced Surveillance Implement ground-based surveillance in continental airspace and airports via Automatic Dependent Surveillance Broadcast (ADS-B) Implement Automatic Dependent Surveillance Contract (ADS- C) to provide and/or improve surveillance in low air traffic density/non-continental airspace
Spectrum
Objective SPC01 SPC02 Description Organise & implement the management of the aviation radio spectrum at European level Implement co-ordinated spectrum usage forecast and monitoring
European Organisation for the Safety of Air Navigation (EUROCONTROL) - March 2006
This document is published by EUROCONTROL in the interests of exchange of information. It may be copied in whole or in part, providing that the copyright notice and disclaimer is included. This information contained in this document may not be modified without prior written permission from EUROCONTROL. EUROCONTROL makes no warranty, either implied or express, for the information contained in this document, neither does it assume any legal liability or responsibility for the accuracy, completeness or usefulness of this information. EUROCONTROL Headquarters 96 Rue de la Fuse B-1130 Brussels tel: +32 2 729 90 11 fax: +32 2 729 90 44 Web: http//www.eurocontrol.int

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