cs7-1 nips/cns-perf - eurocontrol · cs7-1_nips_cns_perf_conops : edition ... example surveillance...

EUROCONTROL

CS7-1 NIPS/CNS-PERF

Centralised Service on Network Infrastructure

Performance monitoring and analysis Service

(NIPS)/ The Communication

Navigation & Surveillance performance monitoring

Service (NIPS/CNS-PERF) Concept of Operations

(CONOPS)

Edition Number : 2.1 Edition Date : 26 August 2015 Status : Released Issue Intended for : EUROCONTROL Stakeholders

Centralised Service on Network Infrastructure Performance monitoring and analysis Service (NIPS)/ The Communication Navigation & Surveillance performance monitoring Service (NIPS/CNS-PERF)

Concept of Operations (CONOPS)

Edition: 2.1 Released Issue of 60

© European Organisation for the Safety of Air Navigation (EUROCONTROL) 2015

DOCUMENT CHARACTERISTICS

TITLE

Centralised Service on Network Infrastructure Performance monitoring and analysis Service (NIPS)/

The Communication Navigation & Surveillance performance monitoring Service (NIPS/CNS-PERF)


Publications Reference:

ISBN Number:

Document Identifier Edition Number: 2.1

CS7-1_NIPS_CNS_PERF_CONOPS Edition Date: 26 August 2015

Abstract

The CNS infrastructure is a key enabler of a safe and efficient ATM system. The European Network Infrastructure Performance monitoring and analysis Service dealing with The Communication Navigation & Surveillance performance monitoring (NIPS/CNS-PERF or CS7-1) enables the creation of an ECAC wide, consistent, high quality CNS infrastructure performance monitoring and anomaly detection service.

The scope of the service is the monitoring of the performance and the detection of problems of the common distributed CNS infrastructure, including aircraft installation performance, air-ground data-link performance. CS7-1 addresses

• The performance monitoring of Data-link communication (DLS-MON);

• The functional & performance analysis of surveillance avionics (SUR-AV);

• The performance analysis of TCAS technical operation (CAS-TEC);

• The RVSM Regional Monitoring Agency Altimetry System Error (RMA-ASE);

• The detection of GPS outage using ADS-B information (GPS-OUT).

The aim of this document is to provide an operational concept of the service and provide a top level description of how the service will be provided.

Keywords

CONOPS Centralised Services NIPS CNS





Surveillance Data-link RVSM GPS

Authors

Eric Potier

Contact(s) Person Tel Unit

Eric Potier +32 2 729 4741 NMD/NS/SCC

STATUS, AUDIENCE AND ACCESSIBILITY

Status Intended for Accessible via

Working Draft General Public Intranet

Draft ECTL Stakeholders Extranet

Proposed Issue Restricted Audience Internet (www.eurocontrol.int)

Released Issue Electronic copies of this document can be downloaded from :

This document is copyright protected. It may be copied in whole or in part by the recipients for their own purposes strictly related to the support of the development of Centralised Services by EUROCONTROL. All copies shall display the following notice "© EUROCONTROL 2015". Any commercial use of the document or its contents, their use for purposes other than specified in this notice, as well as their distribution to third parties is strictly prohibited.





DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present document.

EDITION

NUMBER

EDITION

DATE REASON FOR CHANGE

PAGES

AFFECTED

1.00 14/10/2013 Draft for CONOPS Workshop All

2.00 18/11/2013 Comments from Stakeholders consultation All

2.10 26/08/2015 New document resulting from the split between 7-1, 7-2 and 7-3 All

Publications EUROCONTROL Headquarters

96 Rue de la Fusée

B-1130 BRUSSELS

Tel: +32 (0)2 729 1152

Fax: +32 (0)2 729 5149

E-mail: [email protected]

mailto:[email protected]





Contents

DOCUMENT CHARACTERISTICS ............................................................................. 2

DOCUMENT APPROVAL ........................................................................................... 4

DOCUMENT CHANGE RECORD ............................................................................... 5

EXECUTIVE SUMMARY ............................................................................................. 9

INTRODUCTION ....................................................................................................... 10

CHAPTER 1 – Context ............................................................................................ 12 1.1 Geographical applicability ........................................................................................12 1.2 Aim ...........................................................................................................................12 1.3 Intended Audience ...................................................................................................13 1.4 Intended Benefits .....................................................................................................13 1.5 Evolution of the CNS infrastructure and need for monitoring ..................................13

CHAPTER 2 – Operational Concept ...................................................................... 15 2.1 Scope .......................................................................................................................15 2.2 Common Components .............................................................................................16 2.3 Data-link Performance Monitoring (DLS-MON) .......................................................16

2.3.1 Scope ..........................................................................................................16

2.3.2 Components ................................................................................................17

2.3.3 Roles and responsibilities ...........................................................................21 2.4 Functional and Performance Analysis of Surveillance Avionics (SUR-AV) .............23

2.4.1 Scope ..........................................................................................................23

2.4.2 Components ................................................................................................23

2.4.3 Roles and responsibilities ...........................................................................25

2.5 Technical TCAS Performance analysis (CAS-TEC) ................................................27 2.5.1 Scope ..........................................................................................................27

2.5.2 Components ................................................................................................27

2.6 RVSM Regional Monitoring Agency Altimetry System Error (RMA-ASE) ...............28

2.6.1 Scope ..........................................................................................................28

2.6.2 Components ................................................................................................28

2.6.3 Roles and responsibilities ...........................................................................31 2.7 Local GPS outage detection (GPS-OUT) ................................................................33

2.7.1 Scope ..........................................................................................................33

2.7.2 Components ................................................................................................34





2.7.3 Roles and responsibilities ...........................................................................34 2.8 Safety .......................................................................................................................36 2.9 Security ....................................................................................................................36 2.10 Service Level Agreement.........................................................................................36 2.11 Data property ...........................................................................................................36

CHAPTER 3 – Regulatory requirements ............................................................... 38 3.1 Existing applicable regulation ..................................................................................38

3.1.1 EU SES Package ........................................................................................38 3.1.2 ICAO ...........................................................................................................39

3.2 Requirements for new/updated regulations to implement/operate the CS7-1 (NIPS/CNS-PERF) ...................................................................................................40

3.2.1 Requirements related to the EU framework................................................40

3.2.2 Requirements related to the EUROCONTROL framework ........................40

3.2.3 Requirements related to the national legal/regulatory frameworks ............40

CHAPTER 4 – Links of the CS7-1 (NIPS/CNS-PERF) to ICAO GANP, SESAR deployment, ESSIP – current procedures and future evolution ......................................................................................... 41

4.1 Baseline – Interim Deployment Programme (IDP) ..................................................41 4.2 Pilot Common Projects (PCP) and Common Projects (CP) ....................................42 4.3 European Single Sky ImPlementation (ESSIP) .......................................................43 4.4 ICAO Global Air Navigation Plan (GANP) ...............................................................43

ANNEX 1 – Current procedures and future evolution Information flows ...... 44 A1.1 Operational process .................................................................................................44 A1.2 Technical process ....................................................................................................46

ANNEX 2 – Data set ........................................................................................... 48

ANNEX 3 – EUROCONTROL Proposal for a first set of Centralised Services to contribute to SES Performance Achievement, March 2013 ...................................................................................... 49

ANNEX 4 – Brief description of the Centralised Services .............................. 49

ANNEX 5 – Minutes of the 29 April 2013 Airspace Users CS workshop ....... 49

ANNEX 6 – Minutes of the 4 March 2013 Member States CS workshop ....... 49

ANNEX 7 – Minutes of the 24 April 2013 ANSPs CS workshop ..................... 49

ANNEX 8 – Minutes of the 17 May 2013 Manufacturing Industry CS workshop ........................................................................................ 49

ANNEX 9 – Working papers, slides and extract from the Minutes of PC/39, 16 May 2013 ........................................................................ 49

ANNEX 10 – Working papers, slides and extract from the Minutes of





PCC/31, 02 July 2013 ...................................................................... 49

ANNEX 11 – Slides and Minutes of CS7 specific workshop of 08 July 2013 ................................................................................................. 49

REFERENCES .......................................................................................................... 50

GLOSSARY .............................................................................................................. 51

ABBREVIATIONS ..................................................................................................... 52

List of Figures

Figure 1 - DLS-CRO Summary of tools .............................................................................19 Figure 2 - Overview of the Moon Monitoring System .......................................................20 Figure 3 - Current MOON Coverage at FL250 ...................................................................20 Figure 4 - Surveillance and TCAS functional and performance analysis chain .............24 Figure 5 - Relationship between actors involved in NIPS/CNS-PERF SUR-AV function

......................................................................................................................................25 Figure 6 - EUR RMA HMU unit locations ...........................................................................29 Figure 7 - EUR RMA tools and interfaces .........................................................................30 Figure 8 - Relationship between actors involved in NIPS/CNS-PERF RMA-ASE function

......................................................................................................................................32 Figure 9 - Monitoring architecture .....................................................................................34 Figure 10 - Relationship between actors involved in NIPS/CNS-PERF RMA-ASE

function .............................................................................................................35 Figure 11 - IDP breakdown.................................................................................................42 Figure 12 - Technical data flows........................................................................................47





EXECUTIVE SUMMARY

The CNS infrastructure is a key enabler of a safe and efficient ATM system. The Communication, Surveillance and Navigation performance is depending on good interoperability between aircraft and the rest of the system.

An important part of the CNS infrastructure has been moving from the ground segment (traditionally owned and operated by ANSPs) to the airborne/avionics segment, making the airborne CNS installation more complex; it is anticipated that this trend will continue. For example surveillance functionality is moving from the ground radars to Airborne ADS-B installation and Navigation is becoming satellite based. In addition the CNS infrastructure is now used to support new air-air surveillance applications for which no ground infrastructure is involved. The aircraft are the central point of the system communicating through digital means with the rest of the system including the ground system and other aircraft.

For all these reasons the verification of CNS infrastructure performance to ensure an efficient and safe operation is becoming more critical. Such verification requires common tools and approach while the investigation and resolution of anomalies require a high level of expertise.

The scope of the NIPS/CNS-PERF service is the monitoring of the performance and anomaly detection of the common distributed CNS infrastructure, including aircraft installation performance, air-ground data-link performance and GPS outages.

CS7-1 (NIPS/CNS-PERF) addresses the following monitoring

o The performance monitoring of Data-link communication (DLS-MON);

o The functional & performance analysis of surveillance avionics (SUR-AV);

o The performance analysis of TCAS function (CAS-TEC);

o The RVSM Regional Monitoring Agency Altimetry System Error (RMA-ASE);

o The GPS outage detection through ADS-B (GPS-OUT).

The aim of this document is to provide an operational concept of the service and provide a top level description of how the service will be provided.

After introducing the centralised service concept and the main purpose of CS7-1 the document describes the detailed scope, the components of CS7-1 and the roles and responsibilities of the different parties involved.





INTRODUCTION

Introduction by the Director General of EUROCONTROL

Following a request of the European Commission in November 2012, EUROCONTROL developed the concept of Centralised Services (CS).

Version 2.0, dated March 2013 of the EUROCONTROL Proposal for a first set of nine Centralised Services to contribute to SES Performance Achievement is attached as Annex 3. A short description of the proposed CS is attached as Annex 4.

The Agency proposed the CS concept in order to significantly support:

• The Member States and their ANSPs to reach or at least to come closer to the EU performance targets;

• The implementation of SESAR results on a central pan-European level;

• The development of high tech solutions by European ATM manufacturers to be deployed on a central level providing the services to all ANSPs of the EUROCONTROL Member States;

• The creation of pan-European operational concepts for the Centralised Services proposed;

• The creation of a pan-European market for these ANS support services;

• The implementation of market mechanisms for some ANS support services through tendering of the services with time limited performance based contracts;

• The creation of market opportunities for the ANSPs of EUROCONTROL Member States to provide services outside of their national boundaries, cooperating in newly founded consortia;

• The strengthening of the European Network, increasing capacity and safety.

EUROCONTROL works closely with the Member States, ANSPs, civil and military airspace users, airports, the aerospace industry, professional organisations, intergovernmental organisations and the European institutions.

On 29 April 2013 EUROCONTROL invited the Airspace Users to participate in a workshop where the concept of Centralised Services was briefed. The Minutes of this Workshop are attached as Annex 5.

EUROCONTROL also invited the EUROCONTROL Member States on 4 March 2013, the ANSPs on 24 April 2013 and the ATM Manufacturing Industry on 17 May 2013 to demonstrate the Centralised Services concept. The minutes of these workshops are respectively attached as Annex 6, 7 and 8.

Following the PC/39 on 16 May 2013 and PCC/31 on 2 July 2013 EUROCONTROL updated on the CS concept. The working papers and slides presented as well as an extract from the Minutes of both meetings are respectively attached as Annex 9 and 10.

EUROCONTROL groups such as AAB, NMB, MAB, CMIC, as well as EU bodies such as the SSC, ICB and its subgroups were briefed. These briefings were followed by so called CS





specific workshops. This was a series of 9 workshops held in June and July 2013 - for each proposed CS one specific workshop was held; CS7 (NIPS) workshop was held on 8 July 2013. The slides presented as well as the minutes of this meeting are attached as Annex 11.

The questions asked and answered in an intensive dialogue since the beginning of the program are publicly available. We like to refer to the FAQ list that is constantly updated and available on the EUROCONTROL homepage.

The CBA figures presented in detail for all the 9 CS support the initial assessment done, that a 150 to 200 million € cost reduction for the airspace users is possible through the implementation of the 9 centralised services proposed by EUROCONTROL. Specific focus was put on the synergy effects foreseen between the different centralised services.

It was agreed with the stakeholders, that the Agency would invite the participants to the individual CS workshops, as well as the existing EUROCONTROL advisory groups to participate in specific meetings in September and October 2013 to develop a pan-European ops concept for each of the Centralised Services.

A draft ops concept was prepared for the presentation and discussion with all interested stakeholders at the Ops Concept Workshop for CS7 (NIPS) which was held on 21 October 2013. Upon the request of stakeholders (e.g. ANSPs), the initial CS7 was split into a set of 3 services: CS7-1 NIPS/CNS-PERF- the monitoring of the air-ground CNS performance-, CS7-2 NIPS/SUR-RF - monitoring of the surveillance frequencies- and CS7-3 NIPS/SAT-NAV - the monitoring of the Spaced based navigation infrastructure-.

By Directive No14/83 of the Permanent Commission dated 3 February 2014, the EUROCONTROL Member States tasked the Agency with the development, set up and demonstration of CS7; and proceeding to implementation of each CS only after a positive decision of the PC/CN.

The Ops Concept is used by EUROCONTROL to develop requirements to be part of a Call for Tenders for CS7-1 (NIPS/CNS-PERF). All proposed Centralised Services will be operated under performance based contracts by a Contractor on behalf of EUROCONTROL.

Our partners are involved at every level of the corporate governance structure. The deployment and operation of CS will impact the remit of the Network Manager. Therefore, its governing body, i.e. the Network Management Board where the EC, EUROCONTROL, ANSPs, airspace user, airports and the military are represented could be extended in the future, the operation of the CS being overseen by EASA; the latter is already supporting the European Commission in the oversight of the Network Manager. Through its nomination as Network Manager, EUROCONTROL will be entrusted to manage the centralised services.

Frank Brenner

Director General of EUROCONTROL

August 2015





CHAPTER 1 – Context

1.1 Geographical applicability The Network Infrastructure Performance Analysis Service / The Communication Navigation & Surveillance performance monitoring Service CS7-1 (NIPS/CNS-PERF) is intended to provide monitoring of the data-link performance, the surveillance air-ground interoperability, the TCAS technical performance, and the detection of local GPS outage for all EUROCONTROL Member States. NIPS/CNS-PERF also includes the monitoring of the Altimetry system error of aircraft flying RVSM performed in the ICAO European Region managed by the European Regional Monitoring Agency according to the technical guidelines of ICAO.

It may be expanded to adjacent States if so required as part of the EUROCONTROL/NM area of interest and in case it is identified as being beneficial for the overall ATM network or on requests from non-Member States.

1.2 Aim The objective of the CS7-1 (NIPS/CNS-PERF) is to monitor the performance and detect anomalies of the CNS enabling functions. The service will focus on the interoperability of aircraft with the rest of the CNS system in order to ensure an efficient operation.

CS7-1 (NIPS/CNS-PERF) will provide:

• The performance monitoring of data-link communication (DLS-MON);

• The functional & performance analysis of surveillance avionics (SUR-AV) ;

• The technical performance analysis of TCAS function (CAS-TEC);

• The RVSM performance Altimetry System Error monitoring for the Regional Monitoring Agency (RMA-ASE);

• The detection of local interference with navigation satellite infrastructure using ADS-B information (GPS-OUT).

These tasks have been grouped because their main objective is to ensure the interoperability between aircraft and the rest of the CNS systems through the provision of airborne data, position or other information through air-ground or air-air communication. Furthermore they necessitate similar activities for which a synergy will bring effectiveness and cost benefits.

The objective of this document is to describe the operational concept of the NIPS/CNS-PERF Centralised Service and to identify the roles and responsibilities of the key stakeholders in CS7-1.

CS7-1 will be run under the auspices of EUROCONTROL as the Network Manager and will





support an efficient CNS infrastructure helping the States and their ANSPs to reach or at least to come closer to the performance targets.

1.3 Intended Audience The intended audience are the participants to the NIPS/CNS-PERF Service Tender and all the Stakeholders who are interested in the development of CS7-1. The document will also be used to define the operational and technical requirements of the Call for Tenders for the Centralised Service CS7-1.

1.4 Intended Benefits The improvements expected from NIPS/CNS-PERF (CS7-1) will encompass the following benefits, supporting the KPAs on environment /flight efficiency, safety and capacity:

• ANSPs will have access to easy means to measure the performance of the monitored systems;

• Anomalies will be investigated once rather than multiple times by different ANSPs;

• Easier and quicker confirmation of the causes of anomalies by comparing the performance of the same aircraft at different places;

• Requested corrections will be defined in a swifter manner;

• Means to comply with monitoring requirements specified in different Implementing Rules;

• Cost-effectiveness – one set of tools in use for the defined services across the applicable geographical area;

• Commercial-level service provision – tools and services are provided under service-level agreements;

• Competitive service provision – any future Contractor has the same access to the service specifications and tools required to provide the service.

The added value of the centralised service approach is to have one service for all EUROCONTROL States Members provided using competitive service provision, and therefore keeping the cost at a reasonable level.

1.5 Evolution of the CNS infrastructure and need for monitoring

The CNS infrastructure is evolving. The exchanges between air and ground (and air-air) are involving more complex protocols and require a higher level of interoperability to provide the benefits expected from new applications. Furthermore an important part of the CNS infrastructure has been moving from the ground segment (traditionally owned and operated by ANSPs) to the airborne/avionics segment or to the space segment, making the airborne CNS installation more complex; it is anticipated that this trend will continue. For example surveillance functionality is moving from the ground radars to Airborne ADS-B installation and Navigation is becoming satellite based.

As a consequence airborne CNS installations are becoming more and more complex as airborne equipment takes on more responsibilities and the different CNS elements are more





and more inter-connected. The interfaces with the rest of the avionics are also playing an increasing role and require a higher level of interoperability.

New surveillance airborne applications (see ICAO Draft Manual on Airborne Surveillance Applications [RD 12] also require a good airborne Surveillance/Navigation infrastructure in which ANSPs are no longer directly involved.

For all these reasons the verification of the good performance of the CNS infrastructure is becoming more critical to ensure an efficient and safe operation. Such verification requires specific tools and approach while the investigation and resolution of anomalies requires a high level of expertise.

By having a more and more important part of the CNS system shared between the ANSPs and the Airspace Users it becomes more important to understand the performances, to centrally manage the different issues and anomalies that are found and to bring system-wide solutions in a swift manner.

The system components or functions that are critical for achieving the required performances need to be monitored and addressed in a consolidated way at European level so that necessary rectifications can be initiated at the lowest possible cost.





CHAPTER 2 – Operational Concept

2.1 Scope CS7-1 contains 5 functions to monitor the interoperability performance and identify anomalies of data-link, surveillance and TCAS aircraft systems and ground systems or between aircraft themselves.

It includes the following functions:

• The performance monitoring of data-link communication (DLS-MON);

• The functional & performance analysis of surveillance avionics (SUR-AV);

• The performance analysis of TCAS function (CAS-TEC);

• The RVSM Regional Monitoring Agency Altimetry System Error (RMA-ASE);

• The detection of GPS local outages (GPS-OUT).

In order to perform these tasks it is necessary to:

• Collect data from operational data-link systems, surveillance/ACAS systems or from specific sensors (e.g. Height Monitoring Unit system);

• Analyse the data to establish the performance of the operational functions globally and per aircraft;

• Log all issues into a data-base to facilitate the follow-up of their resolution and facilitate the sharing of information to avoid multiple investigations of the same problem;

• Identify aircraft and airborne equipment involved;

• Investigate problem to determine whether the lack of performance is coming from the airborne or the ground system.

These different functions will use different common tools to manage the issues found by the analysis or directly reported by the stakeholders (Issue Management Tool - IMT) and to centralise capability and anomalies found on aircraft in an aircraft/flight data-base (NM PRISME flight/fleet).

Each function will need to use specific tools to collect data and to automatically analyse them.

Some of these tools exist and are in operation today. Some will be re-used as is (e.g. 3 Height Monitoring Unit (HMU) systems for RVSM monitoring). Others will need to be further improved or new tools will need to be developed.

The procurement of CS7-1 is foreseen in two phases: Phase1 consists in a demonstration phase during which existing tools will be upgraded or new tools developed and validated;





and a Phase2, which will consist in deploying and running the Service.

In summary, the CS Contractor will collect data and analyse them to measure performance and detect anomalies.

EUROCONTROL/NM will receive the results of performance measurements and anomalies and will decide of the necessary actions depending on the impact on the Network Efficiency.

The following sections review the different components and functions involved in the different functions supported by the CS7-1.

2.2 Common Components Two tools are used by different functions of the CS7-1:

- an Issue Management Tool (IMT) and

- an aircraft/flight data-base.

Issue Management Tool (IMT) The CS7-1 Contractor will develop, administrate and maintain an Issue Management Tool accessible to all users of the CS7-1 to record issues, to share associated information and to track their resolution. This tool will be mainly used by the data-link, surveillance and TCAS performance function. The benefit will be a single point of access to external users of the CS7-1 service for example for ANSPs and supervisory authorities and a consistent approach between the different domains (Data-link & Surveillance).

In Phase1 the CS Contractor will need to develop a unique Issue Management Tool covering the data-link, TCAS and surveillance needs.

In Phase2 the CS Contractor will administrate and maintain this IMT.

PRISME aircraft/flight database The EUROCONTROL PRISME aircraft and flight data-bases exists and will remain in EUROCONTROL as they are interconnected to other EUROCONTROL tools and are supporting Network Business Intelligence performed by EUROCONTROL/NM or other entities in EUROCONTROL. The different functions will provide a summary of the performance or anomalies per flight or per aircraft for loading into the EUROCONTROL/NM data-base.

2.3 Data-link Performance Monitoring (DLS-MON) 2.3.1 Scope

The objective of CS7-1 Data-link Performance Monitoring is to provide analysis pointing out any dysfunction of the Data-link network, and when CS9-1/CS9-2 will be in operation, to provide information allowing the CS9 Customer to appreciate the Quality of Service (QoS) as delivered by CS9 with the view to verify that the contractual CS9-1/CS9-2 SLA KPIs are met.

At CS7-1 service start, CS7-1 will monitor the performance of ATN/OSI/VDL Mode 2 infrastructure and the supported ATN-B1 D/L services. This operation will be demonstrated in CS7-1 Phase1.

During Phase 2, the scope may be extended to monitor other supporting technologies (e.g. AeroMACS, SATCOM IRIS precursor and ATN/IP) and more advanced D/L services (ATN-B2).





The CS Contractor will:

• Provide and manage tools to automatically measure the performance of the system providing the data-link service globally or on a local basis; ANSPs will input their data into the system and will have access to the analysis of their own specific information processed by CS7-1; EUROCONTROL/NM will have access to global performance indicators;

• Separate the performance of the ground segment and the airborne segment;

• Detect data-link performance anomalies and determine if they are originating from ground or aircraft sub-system using data exchanged on the link;

• Provide capability and performance measurements per flight for NM through PRISME Flight /Fleet data-base;

• Provide EUROCONTROL/NM DLS Central Reporting Office (DLS-CRO) with the capability to further investigate specific data-link performance or functional issues.

• Manage a data-link issue data-base using an issue Management Tool (IMT) in which the different problems raised by the CS7-1 Contractor or by ANSPs will be managed.

Any finding will be registered in the IMT tool and their evolution will be reported in periodic reports.

2.3.2 Components

2.3.2.1 Data inputs To perform such monitoring the CS will collect necessary data from the network allowing the CS7-1 Contractor to identify miss functioning and associated causes and, when CS9-1/CS9-21 will be operational to measure the achieved QOS from an end-to-end perspective.

The CS7-1 Contractor will use information such as:

• The ANSP ground system logs (e.g. Air/Ground Server or Data-Link–Front End Processor logs (DL-FEP) – see [RD 6] for a common format) to measure the end to end performance by analysing CM/CPDLC logs and transport level logs and measure performance such as: Technical round trip delay (the distribution of the delay between time of sending an uplink CPDLC message and time of reception of the corresponding LACK message), DLIC initiation Logon counts, User aborts, TP4 round trip delay.

• Messages exchanged on the radio frequencies initially focusing on VDLM2 bands and later extending to other bands such as the band used by AeroMACS. Such transactions will be provided either by specific receiver (e.g. MOON remote Monitoring unit) or by VHF Ground Stations VGS logs from Communication Service Providers.

• The routing information coming from the operational network.

1 The CS9 service interfaces are, at the airspace user side: the Aircraft antenna, and at the ground user side the interface to the

CS9 G/G Router.





2.3.2.2 Current Architecture and tools The following independent tools are currently used to monitor the data-link service:

• LISAT. Statistical data collection and distribution based on CPDLC operational logs from ACCs, also used in problem investigation. Operates at the CPDLC operational level. This is currently integrated into the PRISME infrastructure to:

o Allow various users to gain access to subsets of the data (i.e. the data necessary to their own operations); and

o Gain access to other useful data (flight plan and position data from IFPS).

• MOON. Listens to VDL Mode 2 channels via Remote Monitoring Units (RMU), provides VDL-2/ATN statistics and alarms for monitoring and subsequent analysis. It operates at VDL Mode 2 radio-channel level.

• ROUTE-MON. Passively collects and stores mobile (aircraft) and fixed ATN route information by connecting to the live ATN environment. It operates at the ATN routing level.

• CIMT. This Issue Management Tool is used by the DLS-CRO to track problems found with the implementation of the data link services in Europe. It allows to manage:

o problems that are reported and resolved locally, to be recorded centrally with the DLS-CRO, and

o problems that are reported locally but which cannot be resolved locally, to be passed on to the DLS-CRO for resolution. This may be for any reason, for example because the problem involves the interaction of several parts of the overall data-link system.

These tools generate regular statistical information that is made available to Stakeholders. They are also used to investigate specific problems with aircraft systems, ANSP systems or Communications Service Provider systems. Figure 1 provides an illustration of the tools and associated data streams.

http://www.eurocontrol.int/WikiLink/index.php/LISAT

http://www.eurocontrol.int/WikiLink/index.php/MOON

http://www.eurocontrol.int/WikiLink/index.php/ROUTE-MON





Figure 1 – DLS-CRO Summary of tools

LISAT is currently being used to investigate problems and is also able to create a number of statistical reports (see [RD 1] for information on the type of performance to be monitored). ANSPs can also access it to analyse their own performance.

LISAT has an input format defined in XML [RD 6] for receiving recorded data from ANSPs. The ATSU responsible for the recorded data shall transform its own local format into this common XML standardised format for delivery to DLS-CRO.

The MOON monitoring system is made of local receivers stations named “Remote Monitoring Units” (RMU) communicating with a Central Monitoring Server (CMS). MOON infrastructure is totally independent of Communication Service Providers operating their own equipment for commercial VDL-2 service purposes.





Figure 2 - Overview of the Moon Monitoring System

MOON is currently operated by the DLS-CRO only in a limited area as shown on the Figure 3.

Figure 3 – Current MOON Coverage at FL250

CFE: LISAT documentation and sources will be provided as CFE for re-use into another environment.





Existing MOON RMU will need to be integrated in the new tool environment. The MOON CMS is made of different parts for which the IPR is different and therefore it is not proposed as CFE. IPR of the tools used to support ROUTE-MON are not with EUROCONTROL.

2.3.2.3 Future Architecture and tools In Phase1 the CS7-1 Contractor will need:

• To extract the LISAT functionality from the PRISME environment (access to source and documentation);

• To develop a tool to analyse data collected by MOON Remote Monitoring Units (RMU) (equivalent to MOON Central Monitoring System) with the capability to associate them with the end-to-end performance;

• To develop a tool to perform analysis of the routes (IDRP - Interdomain Routing Protocol) and to integrate this tool in order to be able to track anomalies per aircraft or local areas;

• To provide the collected information per flight or aircraft to allow the DLS-CRO to perform investigation and to export data into the PRISME data-base.

The analysis of the performance and anomalies will use the 3 different types of input (end-to-end logs, link exchanges, network routing information) together in a combined approach. The use of surveillance data will add information on localisation of flights.

In the future CS7-1 will monitor the performance of any data-link technologies which will support CS9-1 services (e.g. AeroMACS).

Output

This set of tools will automatically provide local and global data-ink performance measurements and anomalies detection. The output will be made available to ANSPs in their area of responsibility and NM on a per aircraft basis for integration in the PRISME flight/Fleet data-base.

2.3.3 Roles and responsibilities

2.3.3.1 NIPS/ CNS-PERF Contractor The NIPS/CNS-PERF Contractor shall:

• Develop a data-link performance measurement and anomaly detection tool in Phase1;

• Operate and manage the set of tools used to measure data-link performance and detect anomalies for use by ANSPs and EUROCONTROL/NM;

• Develop, operate and manage an Issue Management Tool;

• Measure and report the performance of data-link systems;

• Detect, collect and report the details of data-link anomalies;

• Identify aircraft and search for airborne equipment involved when necessary;

• Provide EUROCONTROL/NM with access to detailed information to facilitate the investigation and resolution of anomalies.

2.3.3.2 EUROCONTROL/NM EUROCONTROL/NM will:





• Manage the CS contract;

• Manage agreement with users;

• Publish global data-link performance;

• Analyse the performance reports and anomalies reports provided by the CS7-1 Contractor;

• Initiate actions with Communication Service Provider, manufacturers and regulatory bodies to correct the anomalies;

• Initiate update of standards as necessary;

• Undertake appropriate actions with the CS9 Contractor in case the SLA obligations are not met.

The analysis of the performance and the definition of actions will be undertaken by the NM Datalink Services Central Reporting Office (DLS-CRO).

2.3.3.3 ANSPs The ANSPs shall:

• Provide the NIPS/CNS-PERF with the data-link service logs ([RD 6]) and transport level logs using the LISAT interface in order to create the set of performance monitoring specified in [RD 1][RD 1];

• Procure, install, maintain and ensure the connection of Remote Monitoring Units compatible with the NIPS/CNS-PERF Central Monitoring Server to have additional measurements of what happens at the air-ground link level, one multi-frequency MOON RMU will at least be necessary per State implementing data-link ideally positioned in the highest traffic area;

• Report anomalies with data-link using the Issue Management Tool;

• Perform check of their data-link equipment on request from EUROCONTROL/NM.

2.3.3.4 Aircraft operators Aircraft operators shall:

• Provide the capability, type and version of the data-link equipment installed on their aircraft;

• Report anomalies detected in operation using the central Issue Management Tool;

• Perform check of their data-link equipment on request from NM.

2.3.3.5 Military authorities Military authorities shall:

• Provide the capability, type and version of the data-link equipment installed on their aircraft;

• Report anomalies detected in operation using the central Issue Management Tool;

• Perform check of their data-link equipment on request from DLS-CRO.

2.3.3.6 Aircraft, avionics and ground CNS manufacturers Manufacturers will cooperate in the investigation of data-link issues.





2.3.3.7 CS9 Service Provider / Air Communications Service Providers (ACSP) The CS9 Service Provider / Air Communications Service Providers (ACSP) will:

• Provide the DLS-CRO with appropriate A/G data-link logs and ATN A/G routers logs;

• Inform the DLS-CRO of their A/G data-link infrastructure service disruption and maintenance;

• Investigate and resolve anomalies registered by the DLS-CRO in the Issue Management Tool.

2.4 Functional and Performance Analysis of Surveillance Avionics (SUR-AV)

2.4.1 Scope

The objective of this function is to detect the surveillance interoperability issues impacting the performance of air-air and ground-air surveillance (e.g. bad detection, bad aircraft Identification, bad 24 bit aircraft address, no SI capability, bad EHS register contents, bad ADS-B integrity, bad TCAS detection, bad TCAS capability…).

The CS7-1 Contractor will determine whether the interoperability issues are coming from airborne installations, ground installations or RF medium. The service will focus on airborne surveillance sub system anomalies and capabilities.

To perform this task the CS7-1 Contractor will use surveillance data from different sensors located at different places in Europe. These sensors will be chosen by the Contractor to cover the proportion of flights specified in the SLA. Surveillance data could come from operational systems (ANSPs) or from specific sensors deployed by the CS Contractor (e.g. ADS-B receivers from HMU). An exhaustive coverage of Europe is not required as CS7-1 will work by sampling the flights at different places in Europe.

The quantity of surveillance data collected will nevertheless require the use of specific tools (e.g. BDAMS) to automatically process the data in order to detect interoperability issues and determine aircraft capability.

The CS7-1 Contractor will verify the output of these tools to filter out false alarms and to understand the causes (airborne or ground). The CS7-1 Contractor will also be in charge of the maintenance of the tools (BDAMS) used to automatically process the surveillance data.

Output

The CS7-1 Contractor will provide aircraft/flight capability and anomalies to PRISME data-base. It will also report the anomalies through periodic reports showing the evolution of issues in time and also through issues that entered in an Issue Management Tool (IMT). The Contractor will manage the IMT.

The Network Manager will use this information to investigate the impact on the network efficiency and the need for actions to resolve the issues. ANSPs will also have access to the Issue Management tool to report issues or to get information on the resolution of existing issues.

2.4.2 Components

2.4.2.1 Data inputs In order to run the service, operational radar and ADS-B data from different sites are





required. The service does not require receiving data from all radars. The objective is to cover a large proportion of aircraft flying in the EUROCONTROL member states controlled Airspace (e.g. more than 95% of aircraft flying IFR in Europe).

Corresponding Flight plan data are also used to detect inconsistency on ACID and 24 bit aircraft address.

In case of specific problems encountered in one area, ANSPs/States could ask for a specific monitoring of the traffic in their airspace to track specific local cases.

2.4.2.2 Current Architecture and tools Currently the BDAMS (Base de Données Avions Mode S) tool is used to automatize the analysis of the surveillance and TCAS technical capability and anomalies. However it is still necessary to have an operator reviewing the results produced by the tool in order to filter false alarms. The current capabilities of the tool are focused on Mode S surveillance and ACAS capabilities.

The Figure 4 shows the different current tools used (green boxes) to collect, process, calculate capability and performance statistics, store aircraft anomalies and avionics design anomalies. The data from sensors can be fed in real time to the BDAMS tool or be provided through weekly recordings.

Figure 4 – Surveillance and TCAS functional and performance analysis chain

CFE:

Radar ADS-B receiver

NIPS/CNS-PERF Contractor

ADS-B

BDAMS tool

Statistics on Equipage rate & performance

List of aircraft in anomaly

Performance report

Anomaly report

List of aircraft in anomaly

Aircraft DB

Issue Management Tool

Flight plan

AC operators

Avionics Design anomalies

NM

ANSP Radar





BDAMS tool and current MANTIS IMT implementation will be provided to build on.

The use of other tools is acceptable provided they bring a cost effective solution and their fit for purpose is demonstrated (Phase1 of the CS7-1 Project).

2.4.2.3 Future Architecture and tools In Phase1 the CS7-1 Contractor will need:

• To add ADS-B automatic analysis of capability, compliance verification and anomalies detection and accept surveillance data from multilateration systems;

• To add ACAS determination of expected RA and verify what is reported through downlinked information;

• To combine the Surveillance IMT tool with the data-link IMT tool in a common system facilitating the ANSPs to report issues and to consult their status;

• To provide the collected information per flight or aircraft to allow EUROCONTROL/NM to perform investigation and to export data into the PRISME data-base.


2.4.3.1 General The following figure describes the interactions between the main actors involved in the NIPS/CNS-PERF service to support the surveillance performance monitoring.

Figure 5 – Relationship between actors involved in NIPS/CNS-PERF SUR-AV function






• Update a surveillance performance measurement and anomaly detection tool in Phase1;

• Operate and manage the set of tools used to measure surveillance performance interoperability and detect anomalies;

• Operate and manage an Issue Management Tool and collect and manage surveillance anomalies reported by ANSPs and aircraft operators,

• Measure and provide periodic report on the performance of airborne surveillance sub-systems;

• Detect, collect and report the details of surveillance anomalies;

• Provide EUROCONTROL/NM with access to detailed information to facilitate the investigation and resolution of anomalies;

• Identify aircraft and search for airborne equipment involved when necessary.

Specific security requirements shall apply to the recording, storing and processing of data related to aircraft. Sensitivity of such data shall receive the necessary attention.


• Manage the CS contract;

• Manage agreement with users;

• Publish global Surveillance performance;

• Analyse the performance reports and anomalies reports provided by the CS7-1 Contractor;

• Initiate actions with manufacturers and regulatory bodies to correct the anomalies;

• Take actions with operators directly (flight plan management or operational restriction) or indirectly through regulatory authorities to request corrections;

• Initiate update of standards as necessary.

2.4.3.4 ANSPs ANSPs will report surveillance issues found during operation.

ANSPs will provide surveillance data and associated flight plan information to be used to establish the airborne capability, performance and anomalies. These data may be provided in real time or in recordings provided each week for off-line analysis.

2.4.3.5 Aircraft operators Aircraft Operators shall:

• Report unresolved surveillance issues detected during operation;

• Provide the information on surveillance equipment installed on their aircraft;

• Perform maintenance check on request of EUROCONTROL/NM;

• Initiate measures to overcome detected anomalies.

2.4.3.6 Military authorities Military authorities shall:





• Provide releasable information on surveillance equipment used on board their aircraft;

• Perform maintenance check on request;

• Investigate causes of anomalies on request from EUROCONTROL/NM;

• Initiate measures to overcome detected anomalies.

2.4.3.7 Aircraft, avionics and ground CNS manufacturers Aircraft, avionics equipment and ground CNS manufacturers shall provide information on the type of equipment and version used and shall perform the investigation of problems reported and implement measures to overcome detected anomalies.

2.5 Technical TCAS Performance analysis (CAS-TEC) 2.5.1 Scope

The objective of this function is to detect the technical capability and problems of the ACAS function implemented on board aircraft.

The capability will be obtained through the information reported in the surveillance messages (Mode S or ADS-B). This will allow determining whether the aircraft is TCAS equipped, which version is installed and how long it remains with a TCAS not operational.

The knowledge of the surveillance position will be compared with the Resolution Advisory (RA) reports sent within the surveillance messages to determine whether it is a spurious RA or whether a RA is missing.

The quantity of surveillance data collected will require the use of specific tools to automatically process the data in order to detect interoperability issues and determine aircraft capability.

Output

The CS7-1 Contractor will verify the output of these tools to filter out false alarms and will provide periodic reports on TCAS capability and technical anomalies encountered in EUROCONTROL Member States.

The CS7-1 Contractor will provide aircraft/flight capability and anomalies to PRISME data-base. It will also report the anomalies through periodic reports showing the evolution of issues in time and also through issues entered in an Issue Management Tool (IMT). The Contractor will manage the IMT.

The Network Manager will use this information to investigate the impact on the network safety and the need for actions to resolve the issues. ANSPs will also have access to the Issue Management tool to report issues or to get information on the resolution of existing issues.

2.5.2 Components

The approach and the components used are the same as the components used to support the SUR-AV function.





2.6 RVSM Regional Monitoring Agency Altimetry System Error (RMA-ASE)

2.6.1 Scope

The objective of this function is to provide Altimetry System Error (ASE) measurement on a specified rate of aircraft flying RVSM (rate = KPI). The ASE measurements will be used by the Regional Monitoring Agency (RMA) run by NM on behalf of ICAO European Regional Office.

In order to perform flights in Reduced Vertical Separation Minimum (RVSM) airspace an aeroplane shall be provided with equipment providing an accurate indication of the flight level being flown and shall be authorized by the State of the operator for operation in the airspace concerned (see requirements in ICAO Annex 6 Part 1 & 2, [RD 4] and [RD 5]).

A mandatory requirement of the RMA is to estimate the Altimetry System Error (ASE) of aircraft flying RVSM. ASE is the difference between the indicated altitude of the aircraft and the true altitude. Containing Altimetry System Error (ASE) within acceptable limits is critical to maintaining safe vertical separation, particularly as it is not a visible characteristic to the pilot, the ATCO or TCAS.

ASE is measured by comparing the barometric altitude provided by the aircraft to an estimation of the real altitude at which the aircraft is flying. This real altitude is measured by using an independent system (currently the HMU Infrastructure) and the local weather pressure obtained from meteorological office.

For this purpose the CS7-1 Contractor will manage and maintain existing EUROCONTROL HMU infrastructure (3 systems installed on different sites own by different companies) that he will supplement by other systems such as systems using ADS-B data. Usage of ADS-B would provide higher aircraft rate coverage at a reduced cost. The measurement of ASE using ADS-B will be proven during the Phase1 of the contract.

CS deliverable consists in Altimetry System Error (ASE) measurements on a large number of aircraft for use by the European RVSM Monitoring Agency run by NM.

2.6.2 Components

2.6.2.1 Data inputs Data are obtained from specific Height Monitoring Units and in the future, depending on validation, from ADS-B data.

2.6.2.2 Current Architecture and tools There are two main data inputs:

The first consists of aircraft monitoring results from the 3 EUROCONTROL-owned and operated Height Monitoring Units (HMU) deployed in Austria, the Germany/Luxembourg and the Switzerland/France border areas as shown on Figure 6.

These systems employ very sensitive multilateration techniques to measure the 3 dimensional positions of aircraft to within a few metres accuracy. Height monitoring software developed for EUROCONTROL then measures deviations from valid RVSM flight levels and estimates the aircraft Altimetry System Error (ASE) using advanced processing techniques including corrections for variations in meteorological pressure levels.

The second main input is the RVSM approvals from the 48 accredited States.





Figure 6 – EUR RMA HMU unit locations

The HMU systems provide monitoring results for 99% of the aircraft that fly an appropriate profile within the coverage area (45 NM of the central location). With all systems operational and under normal traffic patterns the RMA receives approximately 20,000 results every week. These results are matched with specific airframes within the database of RVSM approvals by correlation through 24-bit ICAO identifiers.

For a successful HMU measurement it is necessary for the aircraft to fly straight and level for a minimum of 5 minutes, between FL290 and FL410 (inclusive) and within the coverage of the HMUs.

RVSM approval updates are received from individual NSAs, regional airworthiness authorities, military authorities and Regional Monitoring Agencies responsible for other RVSM regions. Including new approval records, aircraft de-registrations, operator and status changes, the RMA processes several hundred records every month.

Accurate ASE estimation is reliant on the accurate determination of the fluctuations in the geometric height of pressure levels. This is achieved by applying meteorological corrections obtained from an appropriate meteorological Service Provider several times a day.

In addition to data from the EUROCONTROL systems, the annual safety assessment includes height monitoring data from the UK NATS operated HMU system in Wales, although the EUR RMA does not apply any quality control processes to these data. Height monitoring data from other RVSM regions is also available to support aircraft performance reviews and operator compliance with global height monitoring targets.

Each HMU system consists of 5 geographically separated receivers, a Central Processing System (CPS), an ASE estimation processor called Total Vertical Error Monitoring Unit (TMU) and an intra-site communication network. The 5 receivers, the intra site communication network and the CPS are collectively known as the Height Monitoring Element (HME). The HME is a highly accurate system that uses passive detection to monitor





aircraft transmissions and determines aircraft 4 dimensional position using multilateration techniques. The HME provides a one plot per second output to the TMU for each aircraft that it is tracking. The TMU processes the individual HME plots applying smoothing algorithms and meteorological corrections for variations in air pressure levels. The TMU outputs a single record for each aircraft track including the ASE estimation. It is possible for an aircraft to produce more than one result when passing through the HMU coverage area.

Figure 7 – EUR RMA tools and interfaces

The performance of an HMU is limited by the geometric configuration of the receivers and the local terrain. The ideal HMU receiver configuration is in the form of a square with 1 receiver on each corner and 1 in the centre, with the sides of the square from between 80 to 120 Km. However, practical, economic, and environmental limitations result in a best fit compromise.

Data from the 5 receivers is transmitted to the CPS using a network of microwave links and where line of sight is not available, radio relays. The TMU is co-located with the CPS and the final output is transmitted to the RMA via commercial communication networks. Meteorological data is received and forwarded to each of the HMUs 4 times per day.

HMU operation and all file transfers are fully automated and the systems run 24/7 365 days of the year. HMU operation is monitored by the RMA during normal working hours only using a proprietary Control and Monitoring System (CMS).

Customer Furnished Equipment: CFE will consist in the 3 existing HMU systems and the TMU software used to calculate the





Altimetry System Error (ASE).

2.6.2.3 Future Architecture and tools Since 2010 it has become mandatory (ICAO Annex 6, [RD 4], [RD 5]) for all operators of RVSM approved aircraft to participate in height monitoring programmes.

Height monitoring by HMU is convenient for those operators whose flight operations take them through the coverage area described here above. By comparison an individual height monitoring result by GMU is very expensive (several thousand Euros per aircraft). However there are many aircraft operating on the periphery of the EUR RVSM region which currently have no alternative to GMU as a diversion to one of the 3 HMU systems is prohibitively expensive in terms of fuel.

EUROCONTROL has conducted feasibility studies into the possibility of making use of aircraft ADS-B transmissions through a modified TMU for height monitoring purposes. Although some ADS-B height monitoring programmes do exist, primarily in Australia and the US, no studies have been conducted to determine whether they provide equivalent performance to HMU used in Europe.

As part of the CS Programme Phase1, a demonstrator of this new TMU will be developed to measure the achievable performance. If successful and confirmed by a safety analysis, an operational ADS-B Height monitoring system would be deployed to complement the existing system as part of CS7-1. This would allow any operator flying within ADS-B coverage with the appropriate equipment to be height monitored at no additional cost. Major issues to be resolved include identification of the airframe, ADS-B geometric height reference system and static source/GPS position compensation.


2.6.3.1 General The following figure describes the interactions between the main actors of the RMA-ASE.





Figure 8 – Relationship between actors involved in NIPS/CNS-PERF RMA-ASE function


• Deliver ASE data per aircraft to EUROCONTROL/NM in accordance with agreed quality standards and an applicable SLA, the data to be provided consists of averaged ASE information per track crossing a HMU coverage and raw HMU data (1 per second) to verify the quality of measurement on aircraft with a bad ASE;

• Operate and manage the Height Monitoring Equipment (HME) and TMU existing infrastructure including the responsibility to acquire meteorological data, maintain the integrity of the system and maintain the TMU software;

• As part of the CS Programme Phase1 develop a representative set-up of an ADS-B based monitoring system;

• If the performance of a system using ADS-B data is acceptable deploy such system as an alternative to existing HMU.


• Continue to manage the RVSM RMA on behalf of ICAO EANPG;

• Manage the CS7-1 contract to obtain ASE data;

• Conduct all aircraft performance analysis and initiate investigations with operators, applicable state airworthiness authorities, EASA and if appropriate manufacturers to ensure ASE problems are correctly addressed and performance improved;





• Identify Non-approved aircraft and reporting them to the appropriate state approval authorities who are responsible for determining appropriate action;

• Maintain a data-base of aircraft RVSM approvals which is constantly being updated by close coordination with 48 accredited European States and 12 Regional Monitoring Agencies from other RVSM regions;

• Conduct all RVSM airspace safety evaluation.

2.6.3.4 States and ICAO The EANPG States are the principle customers of the RVSM RMA service.

The EANPG States shall provide their RVSM approval to EUROCONTROL/NM.

States are responsible for ensuring appropriate action is taken in the event of an aircraft reported for performance issues associated with ASE.

ICAO European Air Navigation Planning Group (EANPG) ensures coordination amongst the 48 Member States.

2.6.3.5 Aircraft operators An operator shall only operate an aircraft in RVSM airspace with a valid RVSM approval issued by the appropriate airworthiness authority.

Aircraft operators shall take appropriate actions upon notification of a technical problem or non-compliance associated with ASE performance requirements defined in TGL6 [RD 13].

2.6.3.6 Military authorities An operator shall only operate an aircraft in RVSM airspace with 1000ft vertical separation with a valid RVSM approval issued by the appropriate airworthiness authority.

Military Authorities shall take appropriate actions upon notification of a technical problem or non-compliance associated with ASE performance requirements defined in TGL6 [RD 13].

2.6.3.7 Aircraft, avionics manufacturers Aircraft and avionics equipment manufacturers shall provide information on the type of equipment and version used and shall perform the investigation of problems reported and implement measures to overcome detected anomalies.

2.7 Local GPS outage detection (GPS-OUT) 2.7.1 Scope

The CS7-1 objective is to inform in real-time (few minutes of latency) ATC centre on local GPS outage.

Local GPS outage will be detected by checking the quality of ADS-B position reported by Aircraft using the quality indicators provided in the ADS-B messages. When several reports will show losses of GPS in a given area a message will be sent by the CS7-1 Contractor to the concerned control centre to indicate the loss of such navigation means in the impacted area.

A complete centralised system will collect ADS-B data to ensure a coverage of the EUROCONTROL Member States where RNP procedures are in use. The ADS-B data update rate and availability does not need to be very high.





The demonstration phase will use a limited number of ADS-B sites and validate the use of other possible sources of ADS-B data (non-operational source or through Correlated Position Report data). Phase1 will also demonstrate how the message will be sent to ATC centre.

The CS7-1 deliverable is the transmission in real time of alerts indicating the loss of GPS in a given area using ADS-B information possibly complemented by data coming from ground GNSS receivers.

2.7.2 Components

2.7.2.1 Data inputs Data are obtained from operational ADS-B stations or/and from other sources of ADS-B information possibly complemented by data from ground GPS receiver networks.

2.7.2.2 Architecture and tools There is a need to develop a new system able to make:

• Data collection: In order to monitor GPS outages, GPS measurements need to be retrieved through a data collection network;

• Data processing: Once collected, the GNSS measurements need to be processed to extract the adequate analysis; It is anticipated that a filter will be necessary to filter out false alarms;

• Information display: Once analysed, the results need to be provided unambiguously to the adequate end-users. These three steps are schematised on the figure below.

Data Collection

Data Processing

InformationDisplay

Figure 9 - Monitoring architecture

The GPS outage information will be used by ATC Centres and by EUROCONTROL/NM.


2.7.3.1 General The following figure describes the interactions between the main actors of the RMA-ASE.





Figure 10 – Relationship between actors involved in NIPS/CNS-PERF RMA-ASE function


• Acquire necessary ADS-B data to run the service through agreement with ANSPs or other authorities;

• Operate and manage the system, necessary to collect; process and generate the alert when a GPS outage happens;

• Report where a GPS outage is happening, and send an alert to ATC centres when a GPS outage is detected in a specific area.


• Manage the CS contract to obtain ASE data;

• Report to national spectrum managers suspected interferences.

2.7.3.4 ANSPs ANSPs shall:

• Provide existing ADS-B data covering their area of interest;

• Defined sectors in which an alert must be raised in case of loss of GPS;

• Provide the details of points of contact that should receive the alert.

2.7.3.5 National Spectrum Manager The National Spectrum Manager shall:

• Investigate repetitive GPS interferences using other means such as provided by the RFF function of CS6-3.





2.8 Safety The DLS-MON, SUR-AV, CAS-TEC and RMA-ASE functions are not operational services and therefore there are no related safety requirements associated with them.

The GPS-OUT function output is used during the operation and therefore a safety assessment must be performed.

Regarding the quality of services there are performance and quality requirements for the data provided by the service and monitoring requirements:

- Requirements shall be set for the availability, quality and integrity of data provided by the system supporting the provision of the CS7-1;

- Reporting process shall be put in place for managing system malfunctions and disruptions – this process should contain provisions for periodic and ad-hoc reports including performance indicators and availability of records;

- Requirements shall be set for the reliability and regarding the quantity/volume of data allowed to be lost;

- Maintenance requirements and procedures shall be developed as well as training and operator certificate with respect to the peculiarities of the system/sub-systems;

- Provision shall be set for audits of the management of reports and investigations and of management of external services.

2.9 Security Critical and sensitive information will be handled by the NIPS service including commercial in confidence data about aircraft management, ANSP operational data, and information about military aircraft and operations.

All these information shall be protected against the use by non-authorised persons.

The data will not belong to the companies to which tasks will be outsourced. They will be protected by specific Non-Disclosure Agreements. The contractor will need to develop a security plan to ensure the protection of data.

Specific security requirements apply to the recording, storing and processing of data related to State aircraft.

2.10 Service Level Agreement The service provided for the DLS-MON, SUR-AV, CAS-TEC and RMA-ASE functions are not operational services and can accommodate some interruptions. A minimum operational availability will be defined in the SLA (Service Level Agreement).

The GPS-OUT function will be used by ATC centres and EUROCONTROL/NM and must be available 24/7. The availability of such service is therefore 24/7 and will be defined in a SLA.

2.11 Data property All collected data and reports will be handled by EUROCONTROL/NM with the necessary





confidentiality.





CHAPTER 3 – Regulatory requirements

3.1 Existing applicable regulation 3.1.1 EU SES Package

At the level of European Union, no regulatory provisions address yet specifically the centralised services and the NIPS/CNS-PERF in particular. However, the following regulations are worth considering in relation to CS7-1:

1. Regulation (EC) No 549/2004 of the European Parliament and of the Council of 10 March 2004 laying down the framework for the creation of the single European sky (the framework Regulation) as amended by Regulation (EC) 1070/2009;

2. Commission Implementing Regulation (EU) No 390/2013 of 3 May 2013 laying down a performance scheme for air navigation services and network functions, in particular articles 11.3, 11.5, 20.1, 20.3, 20.4;

3. Regulation (EC) No 550/2004 of the European Parliament and of the Council of 10 March 2004 on the provision of air navigation services in the single European sky (the service provision Regulation) as amended by Regulation (EC) 1070/2009;

4. Commission Regulation (EC) No 482/2008 of 30 May 2008 establishing a software safety assurance system to be implemented by air navigation service providers;

5. Commission Regulation (EU) No 677/2011 of 7 July 2011 laying down detailed rules for the implementation of air traffic management (ATM) network functions;;

6. Regulation (EC) No 551/2004 of the European Parliament and of the Council of 10 March 2004 on the organisation and use of airspace in the single European sky (the airspace Regulation) as amended by Regulation (EC) 1070/2009;

7. Regulation (EC) No 552/2004 of the European Parliament and of the Council of 10 March 2004 on the interoperability of the European Air Traffic Management network (the interoperability Regulation) as amended by Regulation (EC) 1070/2009;

8. Regulation (EC) No 216/2008 of the European Parliament and the Council of 20 February 2008 on common rules in the field of civil aviation and establishing a European Aviation Safety Agency, as amended by Regulation (EC) No 1108/2009 of the European Parliament and of the Council of 21 October 2009, in particular articles 8b, 10, 11, 12 and Annex Vb;

9. Commission Implementing Regulation (EU) No 1034/2011 of 17 October 2011 on safety oversight in air traffic management and air navigation services, in particular articles 9 and 10;





10. EU OPS – COMMISSION REGULATION (EC) No 859/2008 of 20 August 2008 amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane;

11. Future amendment to EU 965/2012 OPS IR to include space-based facilities verification during flight preparation;

12. Commission Regulation (EC) No 29/2009 ([RD 9])laying down requirements on data link services for the single European sky; it addresses in its article 5.6 the required monitoring of the quality of service of communication services performance;

13. COMMISSION IMPLEMENTING REGULATION (EU) 2015/310 of 26 February 2015 amending Regulation (EC) No 29/2009 laying down requirements on data link services for the single European sky and repealing Implementing Regulation (EU) No 441/2014;

14. Commission Implementing Regulation (EU) No 1207/2011 of 22 November 2011 laying down requirements for the performance and the interoperability of surveillance for the single European sky ([RD 10]); its article 4.4 provides that the ANPS have to identify aircraft with anomaly and report it to the operator for investigation and rectification. In addition Article 7.2 of this regulation requires that aircraft operators ensure that a check is performed at least every two years and investigate and rectify data-items which are not correctly provided;

15. The RVSM approval is required by EU.OPS 1.241 of Commission regulation (EC) No 859/2008 ([RD 11]) amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane.

3.1.2 ICAO

Data-link, Surveillance and ACAS definition and associated requirements for monitoring can be found in the following ICAO documents:

• Annex10 Aeronautical Telecommunications, Vol. I ([RD 14]); • Annex10 Aeronautical Telecommunications, Vol. III ([RD 15]); • Annex10 Aeronautical Telecommunications, Vol. IV ([RD 16] • Annex11 Air Traffic Services; • Doc4444 Air Traffic Management; • Doc 9705, ICAO Doc. 9705-AN/956 – Manual of Technical Provisions for the

Aeronautical Telecommunications Network (ATN) Second Edition, December 1999, including identified PDRs;

• Doc 9776, Manual on VHF Digital Link (VDL) Mode 2, Doc 9776 AN/970, First edition – 2001 Doc 0871;

• Doc 9871, Technical Provisions for Mode S Services and Extended Squitter ([RD 17].);

• Doc 9994, the Manual on Airborne Surveillance application ([RD 12]).





3.2 Requirements for new/updated regulations to implement/operate the CS7-1 (NIPS/CNS-PERF)

3.2.1 Requirements related to the EU framework

A provision in the SES Regulations is necessary to make the technical migration to the future centralised services (or ‘support services’) mandatory for stakeholders concerned (e.g. by a further amendment to Regulation No 677/2011).

The good operation of CS7-1 (NIPS/CNS-PERF) relies on access to data from operational systems. Currently, the provision of data is not mandatory however providing such data is a fundamental part of the CS Concept: a provision in the SES Regulations may be necessary to make the technical migration to the CS mandatory for stakeholders concerned (e.g. by a further amendment to Regulation No 677/2011).

3.2.2 Requirements related to the EUROCONTROL framework

The NIPS/CNS-PERF will be implemented as a Pan-European Service in the applicability area of the EUROCONTROL Member States. To unlock the full benefits for the Network on one side and the ANSPs and other operational stakeholders on the other side, it is pivotal that all Member States cooperate in the set-up and implementation of the service.

While the above-mentioned EU regulations will apply to EU Member States and their operational stakeholders, as well as ultimately to non EU Member States bound by these Regulations because of relevant agreements with the EU for the implementation of aviation regulations (e.g. ECAA), the intention is to achieve consent in the Provisional Council and Permanent Commission of EUROCONTROL to make full use of the services in all EUROCONTROL Member States.

Therefore, it is expected that by a Decision, the Permanent Commission of EUROCONTROL will make the centralised services and their related conditions binding on all the EUROCONTROL Member States and their operational stakeholders.

3.2.3 Requirements related to the national legal/regulatory frameworks

Updated/amended EU regulations are directly applicable in the EU Member States and would not require measures at national level.

For EUROCONTROL Member States not bound by EU Regulations, appropriate rules and regulations would have to be adopted at national level to comply with the obligations deriving from the decision of the Permanent Commission of EUROCONTROL.





CHAPTER 4 – Links of the CS7-1 (NIPS/CNS-PERF) to

ICAO GANP, SESAR deployment, ESSIP – current

procedures and future evolution

4.1 Baseline – Interim Deployment Programme (IDP) Centralised Services (CS) are in line with the Interim Deployment Programme (IDP). The conformity analysis was initiated by EUROCONTROL and further completed at the Interim Deployment Steering Group (IDSG) Expert Team in the meeting of 27 June 2013.

The possible relationships between CS and IDP deployments have been analysed and clustered in four categories of potential interactions, which are:

1. No relationships between IDP activities and CS. This means that the functions and services deployed in a centralised manner by the CS do not directly interface any of the deployments of the IDP.

2. IDP deployment is improved by the independent CS capabilities. The functions and services deployed in a centralised manner by the CS will be used by one or several IDP deployments but in an independent way. This is the case when CS does not impact functionalities already deployed, i.e. Independent function improvements, or when the CS implements some add-on function or services such as equipment performance monitoring, centralised management of shared parameters, i.e. Development of supporting option.

3. IDP is a pre-requisite for CS. This means that the functions and services deployed in a centralised manner by the CS reuse an IDP deployment.

4. IDP deployment is an alternative to the CS solution. The functions and services deployed in a centralised manner by the CS offer a different implementation of an IDP deployment.

The NIPS/CNS-PERF centralised service proposes a service to manage in a cost-effective way the monitoring of common CNS infrastructure.

This centralised service is categorised as development of supporting options, which means that it can improve cost effectiveness of the operations of the IDP deployments. The





NIPS centralised service develops or enhances CNS network infrastructure performance management services. IDP Deployments do not address this area but need performance management.

The benefit dependency is that this centralised service will enhance the benefits of the “Air-Ground Datalink” (WP4) and the “RNP Approach” (WP6).

The figure below illustrates the IDP Breakdown structure for the NIPS/CNS-PERF relevance.

Figure 11 - IDP breakdown

4.2 Pilot Common Projects (PCP) and Common Projects (CP)

The Centralised Services interact with the Pilot Common Project (PCP). Interdependencies between Centralised Services and the six ATM Functionalities (Afs) of the Pilot Common Projects (PCP) have been analysed.

The NIPS/CNS-PERF centralised service provides performance monitoring and prediction capabilities that will increase the benefits of CNS PCP deployments.

The NIPS centralised service is categorised as development of supporting options. It will increase the benefits of CNS PCP deployments AF#1 “Extended AMAN and PBN in high density TMAs” of the PCP.





4.3 European Single Sky ImPlementation (ESSIP) The possible relationships between CS and ESSIP, being the Level 3 of the European ATM Master Plan, have been analysed.

The NIPS/CNS-PERF centralised service is categorised as development of supporting options and is related to the following ESSIP Objectives:

• ITY-AGDL “Initial ATC air-ground data link services above FL 285 (A/G vial VDL-2)”;

• NAV10 “Implement Approach Procedures with Vertical Guidance (APV)”;

• ATC16 “Implement ACAS II compliant with TCAS II change 7.1”;

• ITY-SPI “Surveillance performance and Interoperability”.

The NIPS/CNS-PERF centralised service will also support the future “Aircraft Identification for Surveillance (ACID)” ESSIP Objective.

Furthermore, it provides additional performance monitoring services and supports the improvements of the mentioned ESSIP Objectives.

4.4 ICAO Global Air Navigation Plan (GANP) The possible relationships between CS and ICAO Global Air Navigation Plan (GANP) have been analysed.

The NIPS/CNS-PERF centralised service contributes to more efficient CNS infrastructure, related to a number of enablers in GANP CNS roadmaps.

The TCAS technical capability analysis (CAS-TEC) function will contribute to:

• B0-ACAS – ACAS Improvements;

• B2-ACAS – New Collision Avoidance system.

The NIPS centralised service surveillance performance monitoring (SUR-AV) supports:

• B0-ASUR – Alternative surveillance; and

• B0-ASEP, B1-ASEP, B2-ASEP and B3-ASEP – Airborne separation.





ANNEX 1 – Current procedures and future evolution Information flows

A1.1 Operational process

The CS7-1 will support the following use cases

DLS-MON Use case 1: Local & global end-to-end performance ANSP will load their end-to-end data-link transactions logs in the CS7-1 system and will be able to calculate the global data-link performance in their area of responsibility.

EUROCONTROL/NM will have access to a global performance figures.

DLS-MON Use case 2: Separation of ground and aircraft system Performance The service will differentiate performance due to the ACSP system and due to the aircraft installation. The performance of the ground system could be used to verify the key performance indicators of the service provided by a future CS9 service provider.

DLS-MON Use case 3: Data-link anomalies monitoring The Contractor will provide lists of data-link anomalies i.e. Performance less good than predefined values.

DLS-MON Use case 4: Performance and anomalies per flight The Contractor will provide data-link performance and anomalies per flight for loading in NM data-base.

DLS-MON Use case 5: Access to details for investigation The Contractor will provide remote access to detailed data-link transactions to provide NM or another authority with the capability to further investigate specific data-link performance or functional issues.

For surveillance monitoring function will support the following use cases:

SUR-AV Use case 1: Global statistics on aircraft capability The objective of the tools is to provide statistics on surveillance capability of aircraft in EUROCONTROL Members states airspace or in sub-area to understand efficiency and safety issues within current network.

SUR-AV Use case 2: Aircraft Capability

Verification of aircraft compliance with standards & rules i.e. right surveillance information provided with right performance. The objective is to have information surveillance performance for each individual aircraft. It would allow to establish white list if necessary.





SUR-AV Use case 3: List of anomalies The objective is to detect anomalies impacting the efficiency and the safety of surveillance in the network and to follow their evolution for example during retrofit campaign.

SUR-AV Use case 4: Investigation In case there is a critical issue the investigation function will provide EUROCONTROL/NM with sufficient information to request operators/manufacturers and regulators to develop, install and enforce correction.

The RMA-ASE function will support the following use case:

RMA-ASE Use case 1: Provision of ASE measurements The objective of the service is to provide EUROCONTROL/NM RVSM Monitoring Agency with ASE measurements on a large number of aircraft.

The GPS-OUT function will support the following use case:

GPS-OUT Use case 1: Provision of GPS outage alert The ANSPs will provide ADS-B data to the central service and will receive in real time an alert when the GPS signal is degraded in a specific sector.

GPS-OUT Use case 2: Provision of GPS outage map EUROCONTROL/NM will receive in real time a situation of the GPS outage in Europe.





A1.2 Technical process

CS7-1 will receive data from operational systems under the form of data-link end-to-end transaction log files or direct feed from operational system as for example surveillance sensor data.

CS7-1 will also use specific sensors to acquire data at the link level for data-link performance analysis and on 1090 MHz Frequency to measure the aircraft height for Altimetry System Error calculation.

This data may be complemented by Correlated Position Reports (CPR) to obtain specific information such as the flight plan Aircraft Identification.

Global and local performance will be calculated by the CS7-1 Contractor.

Lists of aircraft suffering of specific anomalies will be provided by the CS7-1 Contractor to EUROCONTROL/NM and regulatory authorities for further action.

A summary of capability and anomalies will be output for each flight for input into the NM PRISME fleet/flight data-base.

Altimetry system error will be measured by the CS7-1 Contractor using different methods (Multilateration, ADS-B) and will be provided to the RVSM RMA run by EUROCONTROL/NM.

The GPS outage detection will be mainly based on the analysis of the ADS-B data coming from operational sensors or from other type of ADS-B sensors. In case of GPS outage an alert message will be sent to ANSP operational teams.

The different issues encountered by ANSPs or discovered during the analysis will be logged in an Issue Management Tool to manage their resolution and to share them amongst the different ANSPs to avoid investigating cases already known.

The Figure 12 on the following page shows the different inputs and outputs as well as the main interactions between the CS7-1 set of tools and the ANSPs and EUROCONTROL/NM infrastructure.





VHF transmission

NM

CS7-1 Contractor

HMU3

HMU2

HMU1

Performance measurement / flight & aircraftCPSCMS

DL-FEP logs

ATN router

RMU

ATNground Network

Aircraft

End to end analysis (~LISAT)

VDLM2 Analysis(~ MOON)

Route analysis(~Route Mon)

Capability & Performance measurement / flight & aircraft(BDAMS)

Info

/flig

ht Info

/flig

ht

PRISME Fleet & Flight

Flight DB

Fleet DB

PRISME Business Intelligence

Issue Management Tool

Issue

IssueIssue DB

SSRMode S WAM ADS-B

Flight-Info Flight-Info

ADS-B

ADS-B

HM ADS-B

TMU

GPS out

Acquisition

Processing

Alerting

Acquisition

GPS

Out

age

RMA data base Flight ASE

HMU CMS

TMU

Flight ASE

Flight ASE

RVSM approval Correlation 24 bits

Collision risk modelRVSM approval management

Oth

er R

VSM

regi

ons

EUR

Stat

es

Aber

rant

& N

on-c

ompl

iant

airc

raft

inve

stig

atio

n

Annu

al

Colli

sion

risk

ANSP

Other

NM

1090 transmissions

Repo

rt o

n an

omal

ies &

cap

abili

ty

Inve

stig

atio

nac

tions

Aircraft

Meteo-Data

Report ac anom

alyManufacturers, Regulators

1 2 4 5 6 7 8 10 12

13

9 8 5

14

16

Performance Reporting

15

Perf- Report

14181717 21

Access for detailed investigation

3

CS9

2019

CMS

Secu

rity

Even

t

Track

11

Figure 12 - Technical data flows





ANNEX 2 – Data set

High level data flows have been highlighted in other sections of this document. Detailed data sets will be refined during the CS Programme Phase1 and/or at time of CFTs.





ANNEX 3 – EUROCONTROL Proposal for a first set of Centralised Services to contribute to SES Performance Achievement, March 2013

ANNEX 4 – Brief description of the Centralised Services

ANNEX 5 – Minutes of the 29 April 2013 Airspace Users CS workshop

ANNEX 6 – Minutes of the 4 March 2013 Member States CS workshop

ANNEX 7 – Minutes of the 24 April 2013 ANSPs CS workshop

ANNEX 8 – Minutes of the 17 May 2013 Manufacturing Industry CS workshop

ANNEX 9 – Working papers, slides and extract from the Minutes of PC/39, 16 May 2013

ANNEX 10 – Working papers, slides and extract from the Minutes of PCC/31, 02 July 2013

ANNEX 11 – Slides and Minutes of CS7 specific workshop of 08 July 2013

These annexes are provided in a separate file.





REFERENCES

[RD 1] DLS Central Reporting Office, Performance Monitoring Requirements. Version 0.6

[RD 2] DLS Central Reporting Office Provision of ANSP data to the CRO edition 0.4

[RD 3] ICAO Doc 9937 Operating Procedures and Practices for Regional Monitoring Agencies in Relation to the Use of a 300 m (1 000 ft.) Vertical Separation Minimum Between FL 290 and FL 410 Inclusive, First Edition 2010

[RD 4] ICAO Annex 6 Part 1

[RD 5] ICAO Annex 6 Part 2

[RD 6] The Link2000+ XML Based ATC Information Exchange Format, version 1.6, 24/06/2013

[RD 7] EU OPS – COMMISSION REGULATION (EC) No 859/2008 of 20 August 2008 amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane

[RD 8] ICAO EUR Regional Supplementary Procedures (SUPPS) (Doc 7030) Working Copy – 5th Edition, Amendment No. 6, dated 27 March 2012

[RD 9] Commission Regulation (EC) No 29/2009 of 16 January 2009 laying down requirements on data link services for the single European sky

[RD 10] Commission Implementing Regulation (EU) No 1207/2011 of 22 November 2011 laying down requirements for the performance and the interoperability of surveillance for the single European sky

[RD 11] EU.OPS 1.241 of Commission regulation (EC) No 859/2008 of 20 August 2008 amending Council Regulation (EEC) No 3922/91 as regards common technical requirements and administrative procedures applicable to commercial transportation by aeroplane.

[RD 12] Doc 9994, Manual on Airborne Surveillance Applications, draft 2013

[RD 13] JAA TGL6 rev1, Guidance material for the approval of aircraft and operations in airspace where the vertical separation minimum above FL 290 is 300m (1,000 ft.) (RVSM Operations)

[RD 14] ICAO Annex 10 Aeronautical Telecommunications Volume I – Radio Navigation Aids, Amendment 87, 15/11/12

[RD 15] ICAO Annex 10 Aeronautical Telecommunications Volume III – Communication Systems 88-A, 14/11/13

[RD 16] ICAO Annex 10 Aeronautical Telecommunications Volume IV – Surveillance and Collision Avoidance Systems, Amendment 89, 13/11/14

[RD 17] Doc 9871 Technical Provisions for Mode S Services and Extended Squitter, Edition 2, 2012





GLOSSARY

Term Description

IRIS

Iris, element 10 of the ARTES Programme, aiming to supply a satellite-based communication solution for the European Air Traffic Management System. It is developed in close collaboration with the Single European Sky Air Traffic Management Research (SESAR) Programme launched in 2006 by EUROCONTROL and the European community.

MANTIS Open Source Issue Management Tools.

MOON System to monitor VHF transmissions.

GPS Global Positioning System developed by US. The legacy civil signal is transmitted on L1 (1575.42 MHz) frequency while new safety of life service will be transmitted on L5 (1176 MHz) frequency.





ABBREVIATIONS

ABBREVIATION DESCRIPTION

A/G Air Ground

AAB Agency Advisory Body

ACAS Airborne Collision Avoidance System

ACC Area Control Centre

ACID Aircraft Identification (ICAO)

ACSP Air/Ground Communications Service Provider

ADS Automatic dependent surveillance

ADS-B Automatic dependent surveillance — broadcast

AeroMACS Aeronautical Mobile Airport Communications System

AF ATM Functionalities

AGDL Air Ground Data-Link

AMAN Arrival Manager

ANS Air Navigation Service

ANSP Air Navigation Service Provider

AO Aircraft Operator





APCH Approach

APV Approach with Vertical Guidance

ARINC Aeronautical Radio Incorporated (US)

ASE Altimetry System Error

ASEP Airborne Separation

ATC Air Traffic Control

ATCO Air Traffic Control Officer, Air Traffic Controller

ATM Air Traffic Management

ATN Aeronautical Telecommunication(s) Network

ATSU Air Traffic Service Unit

ATSU Air Traffic Service Unit

AV Avionics

B2B Business to Business

B2C Business to Customer

BDAMS Base de Données Avions Mode S

CAS Collision Avoidance System

CBA Cost-Benefit Analysis

CFE Customer Furnished Equipment





IFPS Integrated Initial Flight Plan Processing System

CIMT CRO Issue Management Tool

CM Communication Message

CMIC Civil-Military Interface Standing Committee

CMS Control and Monitoring System

CN Permanent Commission

CNS Communication, Navigation & Surveillance

CONOPS Concept of Operations

CP Common Project

CPDLC Controller-Pilot Data Link Communications

CPR Correlated Position Report

CPS Central Processing System

CRO Central Reporting Office

CS Centralized Service

DB Data Base

DLIC Data Link Initiation Capability (ICAO)

DLS Data Link Service

DLS Direct Link Service





DLS-CRO Data Link Service – Central Reporting Office

EANPG European Air Navigation Planning Group

EASA European Aviation Safety Agency

EC European Commission

ECAA European Common Aviation Area

ECAC European Civil Aviation Conference

ECTL EUROCONTROL

EEC European Economic Community

EHS Enhanced Mode S surveillance

ESSIP European Single Sky ImPlementation

EU European Union

EUR European

EUR RMA Regional Monitoring Agency for European EUR RVSM airspace

EUROCAE European Organisation for Civil Aviation Equipment

EVAIR EUROCONTROL Voluntary ATM Incident Reporting (system)

FAQ Frequently Asked Questions

FEP Front End Processor

FL Flight Level





FPD Flight Plan Data

GANP Global Air Navigation Plan (ICAO)

GMU GPS Monitoring Unit

GNSS Global Navigation Satellite System

GPS Global Positioning System

HME Height Monitoring Element

HMU Height Monitoring Unit

ICAO International Civil Aviation Organization

ICB Industry Consultation Body

IDP Interim Deployment Programme

IDRP Inter-Domain Routing Protocol

IDSG Interim Deployment Steering Group

IFR Instrument Flight Rules

IMT Issue Management Tool

IP Internet Protocol

IPR Intellectual Property Rights

IR Implementing Rule

ITY Interoperability





JAA Joint Aviation Authority

KPI Key Performance Indicator

LISAT LINK2000+ Statistics Reporting and Analysis Tool

MAB Military ATM Board

MON Monitoring

MOPS Minimum Operational Performance Specification

NATS National Air Traffic Services (UK)

NAV Navigation

NIPS Network Infrastructure Performance Monitoring Service

NM Network Manager

NMB Network Management Board

NMD Network Management Directorate

NS Network Services

NSA National Supervisory Authority

OSI Open Systems Interconnection

PBN Performance Based Navigation

PC Provisional Council

PCC Provisional Council Coordinating Committee





PCP Pilot Common Project

PRISME EUROCONTROL Fleet and flight data-base

PRNAV Precision Area Navigation

QOS Quality Of Service

RA Resolution Advisory

RD Referenced Document

RF Radio Frequency

RFF Radio Frequency Function

RMA Regional Monitoring Agency

RMU Remote Monitoring Unit (MOON)

RNAV Area Navigation

RNP Required navigation performance

RNP APCH Required Navigation Performance Approach

RTCA Radio Technical Commission for Aeronautics (US)

RVSM Reduced vertical separation minimum

SARPS Standards And Recommended PraticeS

SAT Satellite

SATCOM Satellite Communications





SES Single European Sky

SESAR Single European Sky ATM Research (Programme)

SI Surveillance Interrogator code

SLA Service-Level Agreement

SPI Surveillance Performance and Interoperability

SPS Standard Positioning Service

SSC Single Sky Committee

SUR Surveillance

TCAS Traffic alert and collision avoidance system

TCAS Traffic Collision Avoidance System

TEC Technical

TMU Total Vertical Error Monitoring Unit

UK United Kingdom

US United States

VDL VHF Data Link

VDL-2 VHF Data Link Mode 2

VGS VHF Data link Ground Stations

VHF Very High Frequency





XML Extensible Markup Language

cs7-1 nips/cns-perf - eurocontrol · cs7-1_nips_cns_perf_conops : edition ... example surveillance...

Documents