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Civil-Military CNS/ATM

Interoperability Roadmap

Edition 1.0

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over picture

courtesy of

Royal

orvegian Air

Force

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Civil-Military CNS/ATM Interoperability Roadmap

DOCUMENT CHARACTERISTICS

TITLE


Document Identifier EDITION: 1.0

EDITION DATE: 03 Jan 2006

Abstract

This document details the migration path towards convergence/interoperability of civil and military CNS infrastructures in

support of ATM functions, as required in order to reduce mixed-mode operations, safely co-exist in the same airspace

applying similar operational concepts and maximise seamless information exchanges between civil and military units.The Roadmap addresses the elements of the infrastructure where there is an interface of capabilities between civil and mil-

itary aircraft or ground supporting systems and seeks to foster the interoperability measures required when new systems

are to be deployed.

Keywords

Civil-military Interoperability CNS

Contact Person(s): Tel: UNIT:

LtCol Jorge PEREIRA +32 2 729 5036 DG/MIL

Maj Sasho NESHEVSKI +32 2 729 3962 DG/MIL

STATUS, AUDIENCE AND ACCESSIBILITY

Status Intended for Accessible via

Working Draft General Public Intranet

Draft EATMP Extranet

Stakeholders

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

Released Issue Printed & electronic copies of the document can be obtained from

the EATMP Infocentre (see page iii)

ELECTRONIC SOURCE

Path: P:Host System Software Size

Windows_NT Microsoft Word 2002 851 Kb

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DOCUMENT APPROVAL

The following table identifies all management authorities who have successively approved the present issue of this document.

AUTHORITY NAME AND SIGNATURE DATE

Chairman CNS FGr Lieutenant Colonel Jorge A. Pereira

Chairman MIL Team Colonel (retd) Luc Vervoort

EATMP Infocentre

EUROCONTROL Headquarters

96 Rue de la Fuse

B-1130 BRUSSELS

Tel: +32 (0)2 729 51 51

Fax: +32 (0)2 729 99 84

E-mail: [email protected]

Open on 08:00 - 15:00 UTC from Monday to Thursday, including

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CONTENTS


DOCUMENT CHARACTERISTICS . . . . . . . . . . . . . . . . . . . . . . . . . . ii

DOCUMENT APPROVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iv

EXECUTIVE SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

1.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

1.2 About this document . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

1.3 Responsible body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2 Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

3 Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

4 Overall CNS issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

4.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

4.2 ATM Security issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

4.3 Rationalisation of CNS infrastructures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

4.4 Applicability to Operational Air Traffic (OAT) . . . . . . . . . . . . . . . . . . . . . . . . . . 7

5 Communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

5.2 Military communications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

5.3 The EUROCONTROL Communications Strategy . . . . . . . . . . . . . . . . . . . . . . . .9

5.4 Civil-military communications interoperability issues . . . . . . . . . . . . . . . . . . . .10

5.4.1 Ground networks interoperability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

5.4.2 Air/Ground communications interoperability . . . . . . . . . . . . . . . . . . . . . . . 10

5.4.3 Air/Ground Voice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

5.4.4 Expansion of 8.33 kHz Channel Spacing and State Aircraft . . . . . . . . . . . 10

5.4.5 Air/Ground Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

5.4.6 Long-term communications technology convergence . . . . . . . . . . . . . . . 12

5.5 Recommended actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

6 Navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

6.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

6.2 Military requirements for aeronautical radio navigation . . . . . . . . . . . . . . . . 15

6.3 The ECAC Navigation Strategy and Implementation Plan . . . . . . . . . . . . . . 16

6.4 Civil-military navigation interoperability issues . . . . . . . . . . . . . . . . . . . . . . . . 16

6.4.2 The Global Navigation Satellite System (GNSS) . . . . . . . . . . . . . . . . . . . . 17

6.4.3 Ground-based NAVAIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

6.4.4 Required Navigation Performance (RNP) . . . . . . . . . . . . . . . . . . . . . . . . . . 17

6.4.5 Area navigation (RNAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

6.4.6 The required standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

6.4.7 Long-term navigation technology convergence . . . . . . . . . . . . . . . . . . . . . 19

6.5 Recommended actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

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7 Surveillance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

7.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

7.2 Military surveillance requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

7.3 The EUROCONTROL Surveillance Strategy . . . . . . . . . . . . . . . . . . . . . . . . . . 25

7.3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

7.3.2 The Surveillance Strategy from today to 2010 . . . . . . . . . . . . . . . . . . . . . 26

7.3.3 The Surveillance Strategy from 2010 to 2015 . . . . . . . . . . . . . . . . . . . . . . 26

7.3.4 The Surveillance Strategy from 2015 to 2020 . . . . . . . . . . . . . . . . . . . . . . 27

7.4 Civil-military surveillance interoperability . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

7.4.2 Mode S and its interoperability with State aircraft . . . . . . . . . . . . . . . . . . 28

7.4.3 Long-term surveillance technology convergence . . . . . . . . . . . . . . . . . . . . 28

7.5 Recommended actions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29

8 Certification issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

8.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

8.2 European civil and military certification issues . . . . . . . . . . . . . . . . . . . . . . . .32

8.3 A harmonised approach to the certification of military aircraft . . . . . . . . . .32

9 Spectrum issues . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33

9.2 Working arrangements in the spectrum domain . . . . . . . . . . . . . . . . . . . . . .33

9.3 Aeronautical spectrum constraints and opportunities . . . . . . . . . . . . . . . . . .34

10 Other Aeronautical Systems Requirements . . . . . . . . . . . . . . . . . . . .36

10.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

10.2 Future flight management systems (FMSs) . . . . . . . . . . . . . . . . . . . . . . . . . . .36

11 GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37

11.1 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37

11.2 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41

12 Referenced and related documents . . . . . . . . . . . . . . . . . . . . . . . . . .45

ANNEX A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46

ANNEX B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48

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CONTENTS

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1.1 General

1.1.1 This document describes the fundamental aspects of interoperability between civil and military Communications,

Navigation and Surveillance (CNS) systems, which must be considered for the development of a Civil-Military

CNS/ATM Interoperability Roadmap.The proposed Interoperability Roadmap should be based on systems and pro-

cedures the substance of which is recognised by the International Civil Aviation Organisation (ICAO) and appropri-

ate military standards.

1.1.2 The EUROCONTROL ATM Strategy for the years 2000+ [Ref.: 01] stresses the importance of civil-military inter-

operability, which is the enabler of future capacity gains associated with the possible delegation of separation tasks.

This interoperability will depend on the provision of accurate real-time data on aircraft position and intent or sta-

tus, and improvements in flight data processing systems and CNS systems, in particular mobile data communications,

increased surveillance efficiency, and navigation system performance. These improvements and quality requirements

call for new forms of interoperability.

1.1.3 The application of more dynamic use of airspace has led to a mixed environment in which all airspace users sharethe same airspace. In this mixed environment it is of outmost importance that civil and military aviation cooperate

and coordinate through appropriate interoperable systems.

1.1.4 The Roadmap addresses the main technical enablers required to ensure information flows between civil and mili-

tary units/systems, as required for the support of both civil and military ATM operations and other military compo-

nents of air operations (including air defence/air policing).

1.1.5 The Civil-Military CNS/ATM Interoperability Roadmap is intended to contribute to improve the effectiveness of

existing and new mechanisms, criteria and structures for enhancing civil-military cooperation and coordination.

Ultimately it will promote airspace availability and access for military aircraft when and where needed, and the avail-

ability of sufficient spectrum allocation for the CNS/ATM systems used.

1.1.6 With the rationalisation of European Civil Aviation Conference (ECAC) and EUROCONTROL CNS strategies and

the application of common technologies, the convergence between military and civil standards will be targeted.

Those common technologies should lead to improvements in the applicability of common rules and required per-

formances (airworthiness) for both civil and military flight operations within ECAC airspace.

This interoperability Roadmap should also be considered as a reference document promoting solutions for the

development of integrated systems.

1.2 About this document

1.2.1 This document defines and describes the Civil-Military CNS/ATM Interoperability Roadmap for ECAC airspace (see

the map of ECAC States in Figure 1). It describes the future evolution of the CNS/ATM environment as a compo-

nent of the European Air Traffic Management System.

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1 INTRODUCTION

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1.2.2 This Roadmap identifies general principles and future recommended actions for providing a harmonised framework

for civil-military CNS/ATM systems planning for ECAC airspace. It considers available and potential communications,

surveillance and navigation applications and means of supporting these applications in terms of the performance,

functionalities, and enabling infrastructure required.

1.2.3 The Roadmap is a living document which will be reviewed periodically in order to ensure that the rationale for the

next step forward remains valid in the light of the progress made, and to reflect the changes which actually take placein aviation. It is anticipated that the milestones defined in this document will be included as appropriate in the rele-

vant EUROCONTROL and national documents.The approach taken in structuring this document is to describe first

the known military requirements or situation and then the current EUROCONTROL/ECAC CNS strategies, and

lastly to draw the appropriate conclusions in terms of civil-military interactions.

1.2.4 This document deals with two different subjects that are closely related.The first is the need for technical civil-military CNS

interoperability for CNS infrastructure, such as interoperability of airborne avionics equipage, and the second is functional

interoperability in the area of ATM services such as radar data sharing or ground communications services.

1.3 Responsible body

1.3.1 This document was produced by the EUROCONTROL Civil-Military CNS/ATM Systems Interoperability RoadmapFocus Group (CNS FG), an expert group established by and reporting to the Military Team (MILT).The ownership

of the document and the responsibility for its maintenance and future updates rests with the EUROCONTROL

MILT.

3

INTRODUCTION

Iceland

Norway

Sweden

Denmark

UnitedKingdom

Ireland

Netherlands

Belgium

Luxembourg

Germany

FranceSwitzerland

CzechRepublic

Poland

Slovakia

Hungary

Austria

Monaco

SpainItaly

Slovenia

Croatia

Bosnia andHerzegovinaSerbia and

Montenegro

Romania

Ukraine

Moldova

Bulgaria

Finland

Estonia

Latvia

Lithuania

FYROM1

Albania

Greece

MaltaCyprus

Turkey

Georgia Azerbaijan

Armenia

1 The former Yugoslav Republic of Macedonia

Portugal

Figure 1: ECAC Member States


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2 OBJECTIVES

2.1 The objective of this Roadmap is to provide a harmonised and integrated common framework that will allow the

evolution of European civil-military CNS/ATM systems.This framework will support the operational improvements

outlined in the EUROCONTROL ATM Strategy for the years 2000+ and will be applicable from now until after

2020. Furthermore, the Roadmap will:

be a significant element of the harmonisation efforts being promoted within the framework of relevant ATM

projects;

identify, in the shorter term, a minimum set of civil-military CNS/ATM interoperability requirements and the

progressive convergence of related CNS techniques and capabilities;

take into account the fact that the ultimate interoperability objective for navigation is the promotion of total

RNP capability (values);

have to stay aligned with future ICAO developments in the area of required communications performance

(RCP) and required surveillance performance (RSP);

ensure that interoperability is the transitional means for achieving a common operational environment, whilst

the full integration of CNS systems suppor ting ATM functions is aiming towards final common systems conver-

gence.

2.2 These objectives make fundamentally clear that all military equipage plans in terms of ATM capabilities will be impact-

ed although it has to be recognised that not all military aircraft will require advanced CNS fits.

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3.1 This document delivers a set of principles necessary to provide a harmonised and integrated common strategic

framework for Civil-Military CNS/ATM Interoperability Roadmap planning for the entire ECAC airspace. It also:

describes present and future CNS/ATM applications and the means of supporting these applications in terms

of required performance, equipment functionality and enabling infrastructure;

focuses on maintaining or improving the current level of flight safety;

addresses the improvement of flexibility, mission effectiveness and global interoperability;

covers technical, operational and regulatory aspects associated with CNS/ATM systems where civil-military

interoperability is required;

indicates the way forward to achieving improved convergence of civil and military CNS technologies and asso-

ciated spectrum support;

details the migration path towards interoperability/convergence of civil and military CNS/ATM infrastructures,

in order to use the same airspace safely and achieve seamless information exchanges.

3.2 The time horizon of this document is divided into three phases: the short term (2006-2010); the medium term

(2010-2015); and the long term (2015-2020 and beyond).This is in line with other ECAC/EUROCONTROL strate-

gies and documents.

3.3 In order to cross-check various implementation plans, the EUROCONTROL European Convergence and

Implementation Plan (ECIP) objectives applicable to the CNS Domains are attached as Annex B.

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4.1 General

4.1.1 CNS developments are driven not only by ATM needs but also by other requirements including safety and security.

In the case of military ATM and air defence, CNS systems must also meet very stringent military operational require-

ments.These requirements have an impact on the design and development of CNS components, their test meth-

ods, validation and cer tification procedures.

4.1.2 The role of the Communications, Navigation and Surveillance infrastructure is to support and enable the practical

operation of ATM. Past experience has revealed deficiencies in the harmonisation and interoperability of civil-mili-

tary CNS systems. CNS/ATM systems, including avionics, need as far as possible to be globally interoperable for both

civil and military aviation. Great efforts have been made within the EUROCONTROL Domains and Programmes, as

well as at ICAO and industry levels, to improve CNS infrastructure.

4.1.3 Recently, airspace users, service providers and regulatory authorities (civil and military), have requested a clear

CNS/ATM Interoperability Roadmap in which military aviation requirements should be taken on board. In accor-

dance with a EUROCONTROL MILT decision, CNS FG is developing such a Civil-Military CNS/ATM InteroperabilityRoadmap.

4.1.4 Interoperability, interfacing and integration will be the key components of the Roadmap. Enhancing or at least main-

taining safety levels in aviation is an essential and critical element when improving efficiency and civil-military inter-

operability.This is and will remain the main driver throughout the development of the next generation of CNS/ATM

technology.

4.1.5 New systems and concepts emerging as technology advances offer potential improvements in terms of flight safety,

efficiency and/or economy. Emerging technologies can support a variety of systems designs and implementation

options, some of them still immature.

4.1.6 Existing CNS/ATM systems suffer from shortcomings associated with technical, operational, economic and interop-erability aspects. Despite the improvements achieved through harmonisation phases and the measures already in

hand to provide further improvements, current systems are unlikely to be able to cope with predicted civilian traf-

fic increases. Emerging technologies will be able to support a variety of systems designs and implementation options.

These technologies will mature into new systems and concepts which will offer potential improvements in terms of

flight safety, efficiency and/or economy.

4.1.7 This Civil-Military CNS/ATM Interoperability Roadmap must be in line with expressed operational improvements,

taking a gate-to-gate approach and recognising the large variety of aircraft with different capabilities seeking to oper-

ate with optimum performance by exploiting the benefits of new and/or rationalised existing systems as early as

possible.

4.2 ATM Security issues

4.2.1 The growing threat to the aviation industry from terrorist acts means that the security of passengers, aircraft and

even ATM facilities is assuming greater importance.

4.2.2 Security threats (intentional acts affecting aircraft or people) may be directed at aircraft or through them to targets

on the ground. ATM facilities and systems may also become threat targets.

4.2.3 The ATM system should take the necessary protective measures in order to minimise the effectiveness of acts against

ATM facilities, systems and data and the undue dissemination of data. It will also need to ensure the security of air

traffic information and data systems from outside interference.

4.2.4 In close consultation with, among others, Member States, ICAO, ECAC and the European Commission, EURO-

CONTROL has identified four strategic initiatives, namely:

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establish processes to optimise the sharing of civil air traffic control (ATC) and military (ATC/air defence) sur-

veillance information;

create a European regional focal point for air traffic management information, involving civil and military interests;

give priority to the validation of a high-capacity air-ground communications capability for the transmission of

encrypted cockpit voice, flight data and on-board video information;

ensure that both civil and military ATC procedures and training relating to hijack and other emergency situa-

tions are reviewed and harmonised.

4.2.5 Particular attention will need to be paid to the preparation of contingency plans designed to handle degradations of

the ATM system and security-related emergency situations. Specific additional measures include the maintenance of

efficient communications between the aircraft and the ground, the provision of information on the traffic situation

to the authorities in charge of security and the development of suitable contingency plans.

4.3 Rationalisation of CNS infrastructures

4.3.1 An important aspect that needs to be emphasised is the fact that, in parallel with civil CNS assets, it is essential that

existing military CNS infrastructures should also be considered as a valid contributor to civil-military interoperabili-

ty whenever security and institutional constraints permit.

4.3.2 The present Roadmap should therefore promote synergies between civil and military organisations, leading to an

improved rationalisation of national CNS resources. Examples of military CNS systems which should be seen as hav-

ing the potential to serve these purposes are UHF and HF radio communications, primary surveillance radar (PSR)

systems, SSR and IFF systems, multilateration/passive systems, GPS/military SATCOM, military TACANs/VORTACs,

military tactical data links, etc.

4.3.3 The widespread migration of civil and military ground networks supporting ATM information exchanges to distrib-

uted systems based on TCP/IP technology offers enormous opportunities for the rapid rise in levels of interoper-

ability between civil and military CNS components.These modern technologies bring the potential to benefit from

a bearer support independent of waveforms, data formats and higher protocol layers. Undoubtedly, another poten-

tial benefit of using common networking standards is that CNS systems will be more highly integrated and the diver-

gences between them less and less visible.

4.3.4 The replacement of the X.25 based data networking, which is reaching obsolescence, represents a unique opportu-

nity to put in place high capacity, common and seamless IP networks flowing through civil and military units capable

of supporting a wide range of ATM services. If part of a well-coordinated architecture, this would also enable the

rationalisation of existing civil and military CNS infrastructures, avoiding overlapping assets with mutual benefits.

4.4 Applicability to Operational Air Traffic (OAT)

4.4.1 The Roadmap does not initially specify which CNS capabilities and resources are to be used by State aircraft oper-

ating as OAT and their associated supporting infrastructure. OAT should be left outside the scope of this document.

4.4.2 However, once regulations and procedures for OAT within Europe are completed, a minimum set of civil-military

CNS interoperability aspects could be extracted from the Roadmap. Later editions of the Roadmap will, as appro-

priate, address OAT CNS requirements.

4.4.3 In the medium and longer term it is not foreseen that OAT procedures and rules will be dramatically different from

those applicable for GAT, hence quite consistent with the proposals made in this CNS/ATM Interoperability

Roadmap.Therefore, the supporting infrastructure foreseen for military units and State aircraft operating as GAT

could also be used to a larger extent to enable OAT operations as well.

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5.1 Introduction

5.1.1 The communications infrastructure used for civil-military ATM purposes varies from State to State but normally com-

prises, on the ground, switched or direct lines for inter-centre voice and flight data (OLDI) coordination as well as

connections for radar data exchanges. Air navigation service providers (ANSPs) normally make available AFTN ter-

minals which are used to exchange flight plans, NOTAMS, meteorological data and other aeronautical information.

On the airborne side, only military aircraft equipped with VHF radios with channel spacing of 8.33 kHz are interop-

erable with the infrastructure put in place by civil ANSPs and UHF1 when provided by those ANSPs.

5.1.2 Communications bearers used to support ATC functions still rely on ageing techniques such as the X.25 Protocol

for ground connections and analogue VHF voice for air/ground communications.This situation is expected to evolve

in the future towards the use in aviation of state-of-the-art communications technologies.This includes the wide-

spread deployment of distributed ground networks based on the IP protocols and a new air/ground communica-

tions architecture offering broadband digital services capable of handling high-quality voice and data applications.

5.1.3 The level of interoperability between civil and military CNS/ATM systems remains entirely insufficient and based onlyon limited local requirements.This is true not only for fixed ground communications but also for military avionics,

which are normally oriented more towards warfare capabilities than ATM.

5.2 Military communications

5.2.1 Military communications and information systems (CIS) are mainly enablers for the exercise of command-and-con-

trol (C2) functions.The main purpose of CIS resources is therefore to allow the information processing and trans-

fer required to support military decision-making, transmit commanders' orders to the forces assigned and receive

reports on the execution of tasks.

5.2.2 CIS connectivity must reach across the whole area of interest of the military alliance or organisations, regardless of

where forces are deployed, and must also interlink appropriate headquarters and the integrated military structure.The key feature of today's military communications is its "joint" nature, as required, for example to support forces

operating out of area.

5.2.3 The military CIS infrastructure, including the communications segment, is used for a large variety of tactical informa-

tion exchanges associated with all aspects of air operations, e.g. data from radar and other sensors, flight data, mete-

orology, tasking information, logistics data and administrative messaging. A relevant aspect is its usage for the trans-

mission and fusion of data collected by remote sensors for the compilation of the Air Picture, which is essential to

the exercise of C2.

5.2.4 Military communications, which include the technical means used to support the above-mentioned C2 tasks, nor-

mally comprise the following:

high-capacity fixed-backbone secure networks ideally characterised by an open and distributed architecture inthe form of local and wide-area networks (LANs/WANs) supporting voice, data and multimedia formats and

connected to mobile systems via appropriate interfaces;

mobile communications, normally using radio sites and satellite communications, to interconnect air operations

centres, controlling units, mobile platforms and deployable forces;

tactical data links, e.g. Link 11 or JTIDS/MIDS Link 16, in order to extend sensor coverage and exchange data;

administrative communications using multiple bearers.

5.2.5 For the purposes of this Roadmap, it is worth noting the limited applicability of such infrastructure to the support

of ATM functions. These functions can thus hardly be considered the primary focus of military communicationsrequirements.This does not mean, however, that military communications are totally irrelevant to ATM.

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1 NATO clearly recognise the importance of UHF provision as the main support of air/ground voice communications for military OAT operations and as acontingency means to handle Stare aircraft not equipped with a VHF 8.33 kHz radio when operating within GAT environment.

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5.2.6 In many cases, there are local implementations for the regular sharing of radar data as required for coverage aug-

mentation. In order to contribute as an important input to the required air picture as well as to the support of

other military activities. Other resources in support of civil-military coordination for ATC and air defence purposes

are also normally in place, namely for the exchange of ATM data, but the processes used vary from State to State.

5.3 The EUROCONTROL Communications Strategy

5.3.1 The EUROCONTROL EATMP Communications Strategy [Ref.: 03] presents the communication services which

must be provided in the short, medium and long term to support the requirements of ATM, and describes the avail-

able and potential infrastructures by means of which such communication services can be provided.

5.3.2 Many operational improvements for ATM will be enabled by a number of communications techniques, including

extensive interconnection of computer networks,VHF radio with 8.33 kHz spacing for voice communications and

wide deployment of data link communications.The Strategy points towards the implementation of gate-to-gate con-

cepts via the closer integration of air and ground systems and the use of "state-of-the-art" technologies. It still envis-

ages the need to support national security and defence requirements through the integration or interoperability ofcivil and military systems.

5.3.3 Ground/ground communications services are to interconnect ATC centres, airports, regional units, airlines and exter-

nal services such as air defence and meteorology services. The supporting means will be the underlying network

services of a seamless European-wide network: Pan-European Network Services (PENS).

5.3.4 The deployment of PENS, targeted to start by around 2009, is in fact the main element in the Communications

Strategy in terms of ATM ground networking. PENS has been conceived as the strategic fixed ground telecommu-

nications infrastructure for voice and data transmission and switching for the aeronautical community. PENS will be

based on existing EUROCONTROL technical specifications for the use of Internet Protocol for aeronautical

exchange of voice and data, and will replace legacy protocols such as X.25.This project will probably cope with the

regulatory aspects that are expected to emerge from a foreseeable Single European Sky Implementing Rule on inter-operability of ground-ground communications.

5.3.5 The Aeronautical Message Handling System (AMHS) is already being implemented in some particular locations but

its wide deployment by civil ANSPs is likely to occur during 2008 in order to replace segments of the current

Aeronautical Fixed Telecommunications Network (AFTN) and the Common ICAO Data Interchange Network

(CIDIN). From 2009 onwards, when PENS is in place,AMHS will likely migrate to this underlying network support.

5.3.6 In the area of air/ground voice VHF communications between pilots and controllers, the main strategic goals are, in

the 118 MHz to 137 MHz band, to take measures to alleviate VHF congestion and reduce the voice communication

workload for the cockpit and controller. In order to pursue that objective, EUROCONTROL is continuously pro-

moting the introduction of reduced channel spacing, from 25 kHz to 8.33 kHz, to achieve the frequency benefits nec-

essary to relieve VHF congestion.

5.3.7 The strategy also foresees the wide deployment of air/ground data link communications as the main enabler for the

introduction of ATM improvements by intensifying the information exchanges between the cockpit and ground ATC.

It is forecast that routine voice communications will start to diminish as a result of the widespread introduction of

data links for non-time-critical applications.This will alleviate controller workload and improve safety and efficiency

because of the associated reduction of communication errors. Nevertheless, data links will not totally replace voice

exchanges, which will remain the primary means of critical communications for the foreseeable future.

5.3.8 An important element of the Communications Strategy with regard to the deployment of mobile network services

is the need for a technology decision, to be taken around 2006,on the choice of a future communications infrastruc-

ture which will support voice and data in the longer term. Later in this document, the mechanisms currently in place

with a view to making progress in the area of future communications infrastructure will be described.

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5.4 Civil-military communications interoperability issues

5.4.1 Ground networks interoperability

5.4.1.1 Although military ground communications are quickly evolving towards the use of distributed LANs/WANs along-

side commercial off-the-shelf (COTS) technologies, including IP protocols, the direct interconnection of civil and

military computer networks will not be immediate, although some local connections via gateways already exist.

Factors that hinder such kind of links are not only institutional aspects but also of the security requirements for the

processing and transmission of classified or sensitive military information, and technical aspects such as addressing

scheme incompatibilities.

5.4.1.2 PENS, the European-wide ATM network based on IP technology, will be deployed from 2009 mainly as an initiative

of civil ANSPs. Military units involved with ATM and AD functions should be able to access the services available

through this network in order to guarantee the data exchanges critical for civil-military coordination purposes.The

military authorities should therefore cooperate with ANSPs to seek the conditions necessary to ensure the contin-

ued provision of this service. EUROCONTROL should act as facilitator in this process and shall make available anytechnical work developed in the area of interfacing with legacy systems.

5.4.1.3 In the area of aeronautical messaging, both the NATO Military Message Handling System (MMHS) and the ICAO

AMHS are based on the ISO X.400 standard.Also in this area, security aspects will probably severely constrain any

direct interconnection of systems.

5.4.1.4 AMHS will replace AFTN and CIDIN networks with effect from early 2009 approximately, but will not migrate to

operation over PENS until later. Since many military units today rely on AFTN terminals to transfer aeronautical data

such as flight plans, NOTAMS, meteorological data, etc., military access to AMHS will remain a civil-military interop-

erability requirement, probably through local agreements with civil ANSPs.

5.4.1.5 Voice-over-IP is likely to be the long-term solution for inter-centre voice services and its use could be the long-termsolution for voice communication links between civil and military units.

5.4.2 Air/Ground communications interoperability

5.4.2.1 A mismatch between the military air/ground communications infrastructure and the capabilities required for ATM is

also the norm. Military ground VHF and UHF radio sites adjacent to C2 sensors, HF stations, satellite communica-

tions and airborne UHF and VHF transceivers are mainly devoted to supporting C2 functions associated with mili-

tary operations rather than dedicated to ATC purposes.

5.4.2.2 The same consideration is valid for data link airborne equipment (e.g. Link 11, JTIDS/MIDS Link 16), which is nor-

mally used to complement the coverage of ground sensors and to provide the crew with important Command and

Control information.

5.4.3 Air/Ground Voice

5.4.3.1 The carriage of 8.33 kHz-capable radios is presently mandatory above FL245 within the airspace of 30 ECAC States.

This airspace will be vertically expanded from 15 March 2007, when mandatory carriage will be enforced above

FL195 [Ref.: 11]. Further 8.33 kHz expansion into lower airspace is likely to occur at a later date in order to increase

spectrum benefits.

5.4.3.2 Moreover, the ICAO EANPG/44 meeting decided that, unless a new technology or other suitable solutions meeting

the demand for VHF capacity were identified and agreed by 2009, 8.33 kHz channelling might need to be introduced

for all VHF voice communications requirements in Europe by about 2016.

5.4.4 Expansion of 8.33 kHz Channel Spacing and State Aircraft

5.4.4.1 Today, State aircraft which are non-8.33 kHz capable are allowed to operate as GAT within 8.33 kHz airspace, above

FL245, providing they are UHF equipped and flying in that airspace on an occasional basis [Ref.: 10]. However, in

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some States, the UHF coverage provided by civil ANSPs is limited or not available and non-8.33 State aircraft are

handled on remaining VHF 25 kHz assignments.

5.4.4.2 With the expansion of 8.33 kHz airspace for above FL195 from 15 March 2007, factors like limited UHF coverage,

non-enforceability of the 30 hour rule, that distinguish occasional from frequent GAT flyers, and the misinterpreta-

tion of current exemption, have raised the need to revise the policy for the handling of non-8.33 kHz State aircraft.

5.4.4.3 EUROCONTROL is developing a Revised 8.33 kHz Policy for State Aircraft. Once a final version of this policy is

agreed at the level of the Civil-Military Interface Standing Committee (CMIC), and later approved at PC level, the

final text should be incorporated into this Roadmap.This policy is being discussed along the following lines:

5.4.4.3.1 The revised policy will seek to maximise the 8.33 equipage of State aircraft in the airspace of mandatory car-

riage, especially with respect to transport typeaircraft, new procurements and planned retrofits. Non-compliance

should be based on compelling technical or military imperative reasons and only used as last resort.

5.4.4.3.2 It is foreseen that States make every effort to equip transport type aircraft (i.e. C130 Hercules, C160Transall, C141 StarLifter, KC135 Stratotanker, P180 Piaggio, etc.) by 15 March 2007 with a final date for

compliance of 12 March 2009.

The remaining non-8.33 kHz equipped State aircraft will be handled within the capacity limits of the ATM

system, taking into account the need to maintain the safety levels.

5.4.4.3.3 The flights of non-8.33 kHz equipped State aircraft will be accommodated, provided that they can be safely

handled within the capacity limits of the ATM system on UHF or 25 kHz VHF assignments.

5.4.4.4 It is unlikely that technical alternative to VHF DSB AM for air/ground voice is implemented in time to avoid a seri-

ous shortage of VHF frequencies. Moreover, the expansion of 8.33 kHz airspace will probably be extended below

FL195, affecting a number of airfields and en-route ATC services, especially at major civil airports. Hence, it seems

appropriate to consider the VHF 8.33 kHz channel spacing standard as the basis for civil-military interoperability inthe area of air/ground voice communications for State aircraft operating as GAT with due regard for the need to

keep an acceptable level of UHF provision.

5.4.4.5 The UHF infrastructure should be maintained or enhanced where feasible by civil ANSPs since it will be required in

order to handle the remaining exempted State aircraft. Continuous assessments should be conducted of the UHF

coverage provided by civil ANSPs in order to guarantee effective support for non-8.33 kHz State aircraft operations.

Possible synergies with military UHF infrastructure should be considered if augmentation is required when further

vertical expansion of 8.33 kHz airspace takes place and if institutional and security constraints so allow.

5.4.5 Air/Ground Data

5.4.5.1 The EUROCONTROL Link 2000+ Programme is fostering the introduction of data link for Controller-Pilot Data

Link Communications (CPDLC) for non time-critical communications replacing some voice exchanges.This will sup-port an increased level of automation in routine tasks (e.g. ATC clearances) in the European theatre [Ref.: 12].

5.4.5.2 ATN VHF Data Link Mode 2 (VDL2) is the technology supporting the advent of CPDLC capabilities. It has already

been implemented at some European civil ATC centres and the equipage rates of civil airlines are steadily growing.

5.4.5.3 A Link 2000+ Mandate Rule is foreseen when equipage reaches 75% of civil flights and all civil ATC centres are

equipped. It is planned that carriage of ATN/VDL2 will be mandatory for civil aircraft from 2009 onwards for for-

ward fits and from 2014 for retrofits.

5.4.5.4 State aircraft will be exempted from this Mandate and will be handled with VHF radio voice when operating as GAT

within the airspace designated for Link 2000+ operations. Hence, freedom of access to the airspace and required

use of the ATM network is guaranteed to enable military operations and exercises.

5.4.5.5 After CPDLC baseline services, additional data link capabilities integrated with other avionics will enable implementation

of advanced ATM concepts, including ADS-B and A/G Cooperative ATS applications such as Enhanced Surveillance, Air

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Traffic Situational Awareness (ATSAW).The introduction of these additional data link services will take place within the

framework of EUROCONTROL Surveillance,ATS and Airport domains and within the remits of an implementation pro-

gramme called CASCADE (Co-operative ATS through Surveillance & Communication Applications Deployed in ECAC).

5.4.5.6 The average daily number of military GAT flights is negligible in comparison with the number of civil GAT flights and is

thus far from causing a major increase in controller workload when ATC controllers have to handle military traffic via

voice communications.In fact, it might seem appropriate to conclude at first sight that the lack of data link capability would

never preclude the militar y from operating as GAT, even if some ATFCM or ATC delays were experienced.

5.4.5.7 Although guaranteeing the continuous handling of State aircraft with voice a potential benefit for some State aircraft

frequently operating as GAT could be achieved if military authorities would decide to implement CPDLC capabili-

ty.This could then be seen as a supplementary communications service offered to a community of transport type

military aircraft aiming at alleviating the voice workload in the cockpit and in the ground ATC.

5.4.5.8 The Roadmap should justify any CPDLC implementation in military airframes with the need for automated ATC sup-

port with the same level of service offered to general traffic and with the need for provisions/room for future growthin the area of (civil) data link capabilities.This could be done through a voluntary and phased introduction of early

CPDLC capability to a restricted community of large "transport-type" military aircraft frequently operating as GAT.

5.4.5.9 The timeframe for such implementation of CPDLC data link services on board military aircraft could, broadly speak-

ing, follow the large-scale introduction of CPDLC by civil ANSPs and airlines when the Link 2000+ Mandate enters

into force.Wide operational use of CPDLC services in large State aircraft could therefore start by 2009 for forward

fits and 2014 for retrofits, but some individual fleets could start introducing this capability earlier.

5.4.5.10 Follow-on data link services implemented at a later stage, around 2012, as part of CASCADE activities to comple-

ment CPDLC applications (e.g. ADS-B data link to transmit aircraft-derived data for ATC purposes) might have to

be discussed in a similar way and for the same group of large State aircraft.

5.4.5.11 The technical option for the introduction of data link capabilities for military aircraft could therefore be the imple-

mentation of the ICAO compliant ATN/VDL2, initially for CPDLC only or any other interoperable technology.As a

result of the large number of commercial aircraft, and few military (e.g. US GATM), equipped with FANS 1/A ACARS,

the EUROCONTROL Link 2000+ Programme has decided to accommodate this capability for the initial period. At

a later stage it is foreseeable that an additional data link will be required for subsequent CASCADE applications.

5.4.5.12 Alternative means of attaining ATM data link capability, such as the possible ATM use of military data links, remain

highly improbable. For example, the possible use of MIDS/Link 16 for ADS-B purposes was not progressed due to

inevitable spectrum and institutional constraints.Therefore, civil-military interoperability opportunities should con-

centrate more on the possible military use of civil data links being deployed for CPDLC and surveillance functions.

5.4.5.13 Possibilities including the interfacing of ATS systems with military data links through ground interfaces or the integration of

civil data link waveforms in a multi-mode software-defined radio could also be studied as a means of achieving the requiredlevels of civil-military interoperability. For this type of solution, important issues would be the interconnection of military sys-

tems with communication service provider (ARINC, SITA) ground networks and integration with cockpit avionics.This last

aspect of avionics' integration will probably arise as one of the most difficult and costly aspects to be tackled.

5.4.6 Long-term communications technology convergence

5.4.6.1 Following a recommendation of ICAO Air Navigation Conference (ANC) 11, EUROCONTROL and the FAA have

launched an action plan (AP17) [Ref.: 24] to progress the common investigation on Future Communications Infrastructure

(FCI).The scope of this initiative addresses the definition of the global Mobile Communication System, supporting air/ground

communications as from 2015 but expandable up to 2030. FCI may be composed of various technologies as required.

5.4.6.2 Within the framework of AP17, the underlying requirements and operating concepts will be defined, a technologyinvestigation will be performed, the feasibility of flexible airborne architecture to ease future migration will be

studied and methods to improve spectrum efficiency will be discussed.The conclusions will be included in the Future

Communications Study (FCS) report, which will be delivered by the end of 2006.

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5.4.6.3 It is expected that the conclusions on FCI will allow a technology decision that should both be incorporated into

the EUROCONTROL Communications Strategy and give impetus to efforts and plans for civil-military techno-

logical convergence.

5.4.6.4 Although a high capacity data link is the main target of this activity, this new infrastructure could integrate both voice

and data communications, enhance security protection for the information transmitted, increase flexibility in order

to add or remove services on demand and allow extensive interconnectivity capabilities. The interface with the

ground infrastructure needs also to be studied. Such features will make it possible for this new infrastructure to be

considered in military terms as a possible simultaneous enabler for both ATM and military-specific requirements.

Satellite systems, terrestrial wideband (CDMA), third-generation telephony and software-defined radios are likely to

be among the suitable candidate technologies.

5.4.6.5 Although it is well understood that military authorities still have to perform an in-depth analysis of the implications

in terms of cost, regulatory aspects, technical integration in the cockpit and connection to ground systems, this

Roadmap should envisage the partial or total adherence of military units and platforms to the new infrastructure, in

order to move from casuistic interoperability to the extensive integration of systems. Operational use of the newsystem by military users could start somewhere within the timeframe 2015-2020.

5.5 Recommended actions

5.5.1 In accordance with the above discussion and conclusions concerning the various aspects associated with the progress of

civil-military interoperability and integration in the field of communications, the recommended actions are as follows:

5.5.2 Ground/ground communications

[Action C1] Develop the specification to enable a military unit or system to be a subscriber of Pan-European

Network Services (PENS), for the exchange of data and inter-centre voice over TCP/IP, including insti-

tutional, operational and technical aspects aiming at initial operational capability from 2009.

[Action C2] Encourage the measures required for military units to access a multinational AMHS service available at

civil ANSPs as required in order to replace existing AFTN/CIDIN terminals from 2009.

5.5.3 Air/ground communications

[Action C3] Plan and take actions for the recommended acceleration of forward fits and retrofits of military aircraft with

8.33 kHz-capable radios, given that VHF 8.33 kHz will be the fundamental civil-military interoperability stan-

dard for air/ground voice communications for State aircraft when operating as GAT.This should be done in

accordance with the timeframes to be laid down for the carriage of 8.33 kHz radios in the Revised 8.33

kHz Policy for State aircraft (which is not yet approved).The timeframes that are likely to be applicable are

15 March 2007, by when States should make every effort to equip transport typeaircraft and 12 March

2009 as the final date for compliance.This is to be confirmed by approved version of the policy.

[Action C4] Ensure that UHF infrastructure is maintained or enhanced where feasible by civil ANSPs for handling

the remaining exempted non-8.33 kHz State aircraft operating as GAT above FL195.

[Action C5] Plan and where appropriate proceed with the phased introduction of early Link 2000+ CPDLC capa-

bility, with ATN/VDL2 or other interoperable technology (including FANS 1A ACARS when available),

to a restricted community of "transport-type" military aircraft which frequently operate as GAT, aiming

at operational use by2009 for forward fits and 2014 for retrofits at the latest.

5.5.4 Long-term communications technology convergence

[Action C6] Take measures towards long-term civil-military communications technology convergence including thesynchronisation of military plans with the decision on the future communications infrastructure, to be

taken by2006, the definition of the applicable CONOPS and the implementation and start of opera-

tional use between 2015 and 2020.

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Communications Interoperability Roadmap

Years 2005 2010 2015 2020 Observations

Legacy X.25, etc. Point-to-point dedicated links

networks implemented on the basis of local

requirements

PENS TCP/IP TCP/IP widely used

Military to subscribe to PENS services

provided by ANSPs from 2009

Inter-Centre R2, hotlines Local implementations non harmonised

ATS Voice ATS/QS ATS QSIG being implemented by

IG, some ANSPs; others moving to VoIP

VoIP VoIP (over PENS) will be long-term

standard

AMHS AFTN CIDIN Obsolete AFTN/CIDIN systems

planned to be replaced by AMHS

Existing at military units

AMHS NATO countries use X.400/MMHS

X.400 Military should replace AFTN connec

tions with AMHS capability provided

by ANSPs from 2009

A/G voice VHF 25 kHz Even after widespread 8.33 kHz

comms implementation, ANSPs are keeping

some VHF 25 kHz capability

VHF 8.33 Applicable to military through 8.33

kHz Policy for State aircraft

8.33 kHz expansion to lower airspace

awaiting new system

UHF 25 kHz ANSPs' capability to accommodate

non-8.33 State aircraft

A/G data link VDL State aircraft exempted from Mandate

comms Mode2 Transport-type State aircraft are

recommended to be equipped if flying

frequently as GAT in CPDLC airspace

1090ES, 2nd ADS-B CooPATS Data Link

data link Complementary to Link 2000+

Applicability to State aircraft to be

defined. Could be considered as aug-

mentation of CPDLC applications

Military data Link 16 MIDS Possible interoperability via ground

link interface

Uncertain ATM use

Future Mix Enabler for civil-military technology

comm. of technologies convergence

system to be screened Decision taken by 2006 at the latest

Application independent incorporating

voice and data Possible candidates are satellite,

wideband/CDMA, 3G telephony,

TDMA, etc.

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Table1

Ground/Grou

ndCommunications

Air/GroundCommunications

New

Comm.

Legacy Required for C-M interoperability Recommended Existing military systemsKey

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6.1 Introduction

6.1.1 The need for transparent interoperability between civil and military navigation is of the utmost importance when

flights are conducted in controlled airspace. Besides today's requirements (e.g. RVSM and B-RNAV), there are

planned future navigation strategy requirements2 that will imply detailed certification procedures.

6.1.2 Although military operational requirements with regard to positioning, navigation and timing are met in certain

national and other documents, the increasing influence of civil navigation requirements needs to be taken into

account in this Roadmap when military aircraft are flying as GAT. In the future, the continuous increase in the inte-

gration of today's diverged logical view of CNS domains and the overall airborne and ATM architecture may

influence civil-military interoperability and systems convergence.

6.1.3 The existing air navigation system and its sub-systems suffer from shortcomings in technical, operational and eco-

nomic aspects. Despite the improvements and the measures already in hand to provide further improvements, the

current system is unlikely to be able to cope with the predicted traffic increases. However, new systems and con-

cepts emerging as technology advances may offer potential improvements in terms of safety, efficiency, systemcapacity and economy of flight.

6.1.4 Military users should address the technical, regulatory and institutional aspects of the application of the navigation

function within ECAC airspace and its influence on military operations.The Roadmap will concentrate, in particular,

on civil-military interoperability requirements for on-board navigation systems, navigation infrastructure and the

certification to operate as GAT in an en-route environment and flights operating at civil airports.

6.1.5 The main aspect for navigation interoperability concerning military airspace users will be a transition from equip-

ment-based certification to an alternative process based on required navigation performance values. Due attention

must be paid to the ICAO requirements imposing combinations with associated surveillance or communications

capabilities.

6.2 Military requirements for aeronautical radio navigation

6.2.1 Military forces need to know three-dimensional position, time and velocity accurately and with the assurance that

operational requirements for integrity, availability and continuity of service can be met.The degree to which these

requirements are fulfilled will directly influence the effectiveness of such forces and affect the potential outcome of

military operations. Accurate positioning, navigation and timing services need to be available worldwide.They must

be reliable and protected in all foreseeable areas of operations, including training and exercises.

6.2.2 Navigation support for military operations may be provided by one or more systems operating concurrently or in

integrated configuration optimised to the mission application; a maximum degree of safety and interoperability is nec-

essary in a multinational environment.The system(s) to be implemented should strive for maximum interoperability

with systems supporting civil land, air and maritime users. Close cooperation between military and civil organisations

responsible for navigation services is a clear objective in order to avoid later limitations for military air, land and mar-itime movements.This would be essential in the conduct and protection of reinforcement/re-supply activities in times

of tension or war, and would offer greater utility in peace.

6.2.3 The main NATO requirements are the following:

The "Policy on Navigation Services for NATO Military Operations" and "MOR on Future NATO Precision

Approach and Landing Systems (PALS)" give the specific military requirements for navigation, aircraft approach

and landing services.

The "NATO Strategic Plan for Joint Navigation and Landing Systems" [Ref.: 20] states that military aircraft in any

kind of operation must be able to operate in all-weather conditions, day or night.This capability must be effec-

tive when flying at low level, with or without the support of ground-based navigation aids, within civil controlledairspace, at civil airfields and even when conducting military training in parallel with civil traffic. A maximum

degree of safety and interoperability with civil assets should always be maintained.

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6.2.4 Although NATO recognises the emergence of satellite technologies and their increasing role in the global navigation

environment, the NATO navigation infrastructure planned to support military operations still relies on the retention

of many legacy systems and can be described as follows:

Short term (by 2008) - TACAN3 remains as the primary tactical navigation aid but the leverage of

integrated/hybrid GPS/INS should increase. Precision Approach Radar (PAR) is the only interoperable precision

approach system option. The trend is to replace PAR with future Precision Approach and Landing System

(PALS) options, potentially DGPS and MLS.

Medium term (2008-2015) - TACAN4 will still be the primary navigation aid but the transition to GPS/INS

based systems will begin. This will be the PALS transition period, with Multi-Mode Receiver (MMR) being

installed in some military aircraft, accommodating the mix of landing systems (e.g. ILS, DGPS and/or MLS).

Long term (beyond 2015) - GPS in conjunction with inertial systems will become the primary navigation aid.

PALS will include PAR, MLS and DGPS, until a single system arrives as from 2015+.

6.3 The ECAC Navigation Strategy and Implementation Plan

6.3.1 The latest ECAC Navigation Strategy has been developed under the auspices of the EUROCONTROL Airspace

and Navigation Team (ANT).

6.3.2 The Navigation Strategy is a living document which will be reviewed at intervals of four to seven years in order to

ensure that the rationale for future plans remains valid in the light of technological progress, and to take account of

the changing requirements and priorities of all stakeholders in the ECAC aviation community.

6.3.3 The Navigation Strategy identifies general principles and future actions to provide a harmonised and integrated

framework for air navigation planning in ECAC airspace for both civil and military users. It describes available and

potential air navigation applications and means of supporting these applications in terms of required performance,functionalities, and enabling infrastructure.The EUROCONTROL ECAC Navigation Strategy addresses General Air

Traffic (GAT) operations under ICAO Instrument Flight Rules (IFR) within ECAC airspace.

6.3.4 The Navigation Strategy recognises that military users of ECAC airspace carry out operations which may not com-

ply with ICAO IFR or individual national aviation rules or procedures for GAT. However, States will continue to attach

importance to the need for their national security and defence requirements to be safeguarded and improved, what-

ever the planned developments in ATM.

6.3.5 The detailed Navigation Strategy applications and infrastructure are covered in Tables 2 and 3.

6.4 Civil-military navigation interoperability issues

6.4.1 Within the framework of this Roadmap, States may give preference to one implementation option or another inorder to reflect sub-regional and local differences within ECAC airspace.These options have to be developed in con-

tinuous consultation with the users in order to provide them with tangible and early benefits.

6.4.2 This Roadmap has considered the requirements expressed by civil and military airspace users as the main driver for

operational improvements in the navigation component of the ATM system. Due to the wide range of aircraft oper-

ator groups with diverse, specific and sometimes conflicting needs and expectations, trade-offs between conflicting

requirements have been necessary.

6.4.3 The policies and plans developed by the Member States and by various international bodies (e.g. EUROCONTROL,

the European Commission, ICAO, NATO, etc.) reflect their current commitments to deliver certain services and/or

systems.These plans are not necessarily coordinated at regional level with regard to their implementation, impact or

interoperability. In this respect, the Agency developed the ECIP/LCIP processes in order to provide a comprehensiveplanning and management tool not only at harmonised pan-European level but also at national or regional levels.

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3 Some military TACAN beacons may have co-located civil VOR either as a separate installation or as an integral part (VORTAC)4 The availability of TACAN and DME channels will continue to be essential to the military until 2020 and beyond [Ref.: 24]

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6.4.4.3 RNP tbd RNAV is expected to enable a reduction in route-spacing and separation criteria and provide increased

functionality, both of which will provide the opportunity for increased system capacity (possibly through the use of

closely spaced parallel routes) and reduced controller workload.

6.4.4.4 The DME infrastructure will continue to be provided until at least 2020 and will support RNP1-RNAV operations

adequately. Dual/multi-DME- and GNSS-based RNAV systems and INS/IRS with update will provide the required

navigation performance accuracy (many current RNAV systems which meet RNP1 accuracy standards cannot pro-

vide the required continuity of service and/or integrity).

6.4.5 Area navigation (RNAV)

6.4.5.1 RNAV is a method of navigation which permits aircraft operation on any desired flight path within the coverage of

referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. 2D

RNAV relates to RNAV capabilities in the horizontal plane only; 3D RNAV includes a guidance capability in the ver-

tical plane; and 4D RNAV provides an additional timing function.The RNP determines the accuracy with which the

RNAV system is required to determine an aircraft's absolute geographical position (instead of its position relative toa NAVAID only, as is the case with conventional VOR/DME display instruments).As from 1998, the carriage of RNAV

equipment capable of RNP5 accuracy (B-RNAV) is mandatory in the ECAC area.

6.4.5.2 The RNAV concept represents a fundamental change in navigation philosophy.Traditionally, aircraft used to fly to and

from specific NAVAIDs, using each NAVAID as a source of data. An RNAV-capable aircraft can automatically deter-

mine its position on the basis of one or more of a variety of inputs, e.g.VOR, DME, GNSS, INS. Single-sensor RNAV

systems use only one source of navigation data, such as DME stations, while multi-sensor RNAV systems monitor a

number of NAVAID systems to determine the best source of navigation data.

6.4.5.3 The RNAV system has access to a sophisticated on-board navigation database containing details of the pre-pro-

grammed routes, the airspace through which the routes pass, the NAVAIDs servicing this airspace and the depar-

ture, destination and planned diversion aerodromes.The system identifies the next waypoint on the planned route,selects the most appropriate NAVAIDs to determine the aircraft position and usually provides steering inputs to the

autopilot.

6.4.5.4 An RNAV route can be flown automatically, with the autopilot coupled to the RNAV system, or manually, with the

RNAV system outputs displayed on the flight director/course deviation indicator, with adequate warning of speed,

altitude and track changes being provided to allow the pilot time to respond and follow the required track.

6.4.6 The required standards

6.4.6.1 The EUROCONTROL RNAV Standard [Ref.: 26] defines operational and functional requirements for RNAV equip-

ment meeting RNP5 and RNP1 accuracy (B-RNAV and P-RNAV respectively).These requirements are taken into

account in Temporary Guidance Leaflet No. 2 (TGL-2) on certification and airworthiness approval of aircraft for B-

RNAV operations in ECAC, published by the Joint Aviation Authority (JAA) in 1997, and JAA TGL-10 on P-RNAVoperations.

6.4.6.2 Global specifications for RNAV systems are contained in the RNP RNAV MASPS [Ref.: 27]. These standards are

intended for designers, manufacturers and installers of avionics equipment, service providers and users of these sys-

tems for worldwide operations.The MASPS requirements, formulated as RNPtbdRNAV, are intended to meet the

ICAO definition of RNP while providing increased integrity with repeatable and predictable navigation. The RNAV

MASPS demand increased functionality and, in particular, define system integrity requirements.

6.4.6.3 The minimum requirements set out in the EUROCONTROL Standard for B-RNAV and P-RNAV systems represent

a subset of the total system requirements, which have been defined in the MASPS on the basis of global require-

ments.A relaxation of integrity and continuity values is associated with B-RNAV and P-RNAV.This relaxation is appli-

cable only as long as reversion to conventional navigation using VOR and NDB remains available. Once the VOR andNDB infrastructure star ts to be decommissioned, operation on RNP5 and RNP1 routes will require conformance

to the RNAV MASPS.

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6.4.6.4 The process of achieving civil-military interoperability in the navigation domain consists in considering the require-

ments described above and identifying existing capabilities or migration paths to match the performances mandat-

ed for GAT IFR operations.This process is detailed in next chapter.

6.4.7 Long-term navigation technology convergence

6.4.7.1 EUROCONTROL believes that GALILEO can offer enormous potential support for the extension of GNSS appli-

cations in aviation. It would provide an essential component of GNSS when the feasibility of "Sole Service GNSS",

which could allow the rationalisation of the existing ground navigation infrastructure, is considered. It is, however, gen-

erally agreed that further work is required in order to investigate how best to use the available GNSS components

in all phases of flight and to what degree the "sole service concept" can be applied in each phase. Moreover, the cost-

benefit which can be derived from the enhanced navigation capability and the rationalisation of the navigation infra-

structure must be established.

6.4.7.2 GALILEO, over which the Member States have sovereign control, is expected to be the catalyst for the common use

of systems and the introduction of international standards and agreements on the use of those radio navigation aidscommon to trans-European multi-modal transport applications. In fact, the GALILEO radio navigation programme

will add a new level of navigation for Europe and the world, and this should also be seen as a good opportunity to

strengthen civil-military navigation interoperability.

6.5 Recommended actions

6.5.1 In accordance with the above discussion and conclusions concerning the various aspects associated with the progress

of civil-military interoperability and integration in the field of navigation, the recommended actions are as follows:

6.5.2 Provision and maintenance of conventional military off-route (OR) and landing capability

[Action N1] In order to fulfil NATO requirements for ARNS for Allied Command Operations, Europe-wide cover-age must be guaranteed until the end of the lifetime cycle of the following systems: NDB, VOR, ILS,

RSBN/PRMG,TACAN/DME,VORTAC, MLS.

[Action N2] Take action in order to meet B-RNAV and/or future P-RNAV navigation requirements. For en-route,

the combination of GNSS/INS (GPS and GALILEO after 2008) supported from ground RNAV systems

(DME/DME or TACAN/DME).

[Action N3] Study and ensure landing systems interoperability. JPALS (DGPS/MLS) is expected to be the means of

military aircraft landing systems interoperability. When MMR (ILS/MLS/GBAS) is implemented, civil-

military interoperability is guaranteed.

Military JPALS and civil GBAS standards should be fully compatible. It is expected that military GPS

(DGPS) receivers, considered for JPALS, will be certified to meet civil standards. Civil-military interop-erability should be achieved in 2010 for new and retrofitted State aircraft.

6.5.3 Provision of B-RNAV and/or P-RNAV procedures at all en-route flight levels

[Action N4] The extension of the use of B-RNAV to all flight levels would not impose any additional aircraft

equipment requirements for the majority of operators.The majority of aircraft (except State aircraft)

are already required to be B-RNAV compliant in accordance with the requirements of JAA TGL No. 2

(Rev 1). However, a number of aircraft, currently operating only at lower flight levels, would be required

to carry RNAV equipment for the first time.

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6.5.4 Tentative RNP tbd RNAV mandate

[Action N5] New aircraft entering into operation in 2008 and later will be equipped to satisfy the requirements for

RNP tbd RNAV. Older aircraft will have to be retrofitted in order to comply with the mandate for RNP

tbd RNAV operations, should such a mandate be agreed.The number of aircraft involved, and thus the

cost to operators, will be inversely proportional to the length of the period of notice given for the man-

date.The following factors will have to be considered:

confirm the minimum system performance specifications (MASPS) necessary to support the

agreed RNP tbd RNAV operations;

airworthiness certification requirements;

the accuracy, availability, integrity and reliability of navigation aids/systems;

requirements for the certification of navigation aids/systems;

certification procedures and documentation;

required functionalities.

6.5.5 Implementation of 4D RNAV

[Action N6] After 2015, the introduction of 4D RNAV operations for aircraft which have been approved for such

operations may offer significant gains in airspace system capacity and operational efficiency. 4D opera-

tions may also allow a redistribution of responsibilities between the aircraft and ATC.

The minimum aircraft requirements, specifically for 4D RNAV operations in ECAC, will be defined byJAA.They should include:

the accuracy, integrity, reliability of navigation systems;

aircraft navigation equipment;

certification requirements, procedures and documentation;

calculator functionalities.

Most modern RNAV systems have a limited 4D capability at present, e.g. meeting a single time con-

straint to within 30 seconds in the en-route phase. 4D RNAV requires specific additional aircraft sys-

tems capabilities, such as trajectory prediction, timing constraints, etc. Advanced FMS specifies therequired functionality. Global standards should be available in the timeframe 2015-2020.

The concept of 4D RNAV operations will not place any additional requirements on the navigation infra-

structure which is expected to be available from 2015 onward (i.e. to support RNP (tbd) RNAV oper-

ations).This concept will, however, have a significant impact on the communications infrastructure and

ATM support requirements.

6.5.6 Rationalisation of the navigation infrastructure

[Action N7] The actions described in this document will allow for the development of transition/rationalisation/with-

drawal plans for existing navigation aids in order to support the transition to GNSS in the long term,

as recommended by ICAO.

This should ensure that the rationalisation of NAV infrastructures is coordinated between the civil and

military sides in order to contribute to the harmonisation of the services supported.

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GPS stand-alone equipment is an acceptable means of compliance for B-RNAV operations, provided

that the aircraft in question also carries conventional back-up equipment (e.g.VOR or DME).The role

of military ground navigation infrastructure within the overall European RNAV environment needs to

be clarified.

The main trigger for rationalisation plans is the reduction of costs through the removal of any unnec-

essary ground navigation facilities.The main cost elements are the high maintenance costs incurred by

service providers and the consequential impact on the user charges borne by the aircraft operators. In

addition, it will be necessary to rationalise the existing ground-based navigation infrastructure in order

to achieve the full benefits offered by satellite navigation systems.

6.5.7 Continuous support of operations of aircraft with lower navigation capability

[Action N8] It is required that aircraft which are equipped with lower-capability B-RNAV equipment be provided

with support in order to enable them to continue their operations for as long as feasible.This is expect-

ed to continue until any future P-RNAV and/or RNP tbd RNAV mandate (2015).

Special arrangements may be required in order to provide the support necessary for State aircraft.

Military authorities may consider that specific military equipment meets the relevant civil navigation

requirement when certifying/qualifying military aircraft for IFR/GAT operations.

In order to support State aircraft with lower navigation capability, the following considerations should

apply:

State aircraft are assumed, as a minimum, to be capable of navigating utilising conventional

navigation aids. Until 2015, it is envisaged that sufficient conventional navigation aids will remain to

provide the necessary level of support required.

After 2015, the majority of military GAT operations are expected to use advanced navigation

systems meeting GAT/IFR requirements. Some military GAT operations may require navigation

assistance.

It will be necessary to determine, through consultation with NATO and State authorities, the level

of support necessary for operations by State aircraft.

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22


ECAC Roadmap of navigation applications


Conventional VOR/DME/NDB/TACAN/VORTAC

Opportunity to continue operations

for State aircraft until 2015

B-RNAV (Only above controlled areas

MSA/MFA/MRVA)

P-RNAV Up to 2010 - increasing applications

GPS (+ GALILEO after 2008) or

GPS/SBAS (GNSS/SBAS) or DME/DME

ECIP NAV03A, interim to RNP-RNAV

2005

RNP-RNAV GPS (+ GALILEO) or GPS/SBAS or

DME/DME

2015+

ECIP NAV05T 2010

B-RNAV GPS or GPS/SBAS (GNSS/SBAS) or

DME/DME or VOR/DME

INS/IRS

P-RNAV Up to 2010 - limited applications

GPS (+ GALILEO after 2008) or

GPS/SBAS (GNSS/SBAS) or

DME/DME

SBAS (EGNOS) after 2006RNP-RNAV (4D) GPS (+ GALILEO) or GPS/SBAS

DME/DME

2015+ (a civil mandate might be in

place concerning this capability)

NPA Conventional VOR/DME/NDB/TACAN/VORTAC

Opportunity for continuous opera-

tions for state aircraft

NPA P-RNAV GPS or GPS/SBAS or DME/DME or

& RNP-RNAV INS/IRS

APV RNA Baro-VNAV GPS (+ GALILEO after 2008) or

& RNP RNAV Baro VNAV GPS/SBAS or DME/DME coverageor DME with IRS)

Requireed for State aircraft

ECIP NAV07T 2005

APV I/II GPS/SARPs are in place for GNSS with

augmentation (SBAS)

SARPs for ground-based augmentation

under development

ECIP NAV08T 2006

CAT I II III Ops ILS (reduced availability in support of

+ Guided To-ILS CAT II or III oper. in some areas)

Limited channel availability (40)

Direct transition to GNSS is preferred

Table 2

SIDs&

STARs

En-route

TMA/approach

ILS

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Legacy Required for C-M interoperability Recommended Existing military systems


CAT I II III Ops MLS CAT IIIB Certification in progress

+ Guided To-MLS JAA TGL

CAT I Ops GPS/SBAS SARPs are in place for GNSS with

(GNSS/SBAS) + GALILEO augmentation (SBAS)

CAT I Ops Interoperability opportunity

+ Guided To- In ECAC 2009 for CAT I and 2015 for

GPS/GBAS CAT II/III

For approach operation as from 2006

SARPs for GBAS ground-based

augmentation under development

ECIP NAV09T tbd

CAT II & III Ops

- GPS/GBAS

TMA/approach

MLS

SBAS

GBAS

GBAS

Key

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Table 3

Legacy Required for C-M interoperability Recommended Existing military systemsKey

ILS

MLS

TACAN MIL

GALILEO

EGNOS/SBAS

GPS/GLONAS

DME

Navigation infrastructure for ECAC


NDB NDB withdrawn before 2015 for TMA

NDB withdrawn around 2010 for

en-route

ECIP NAV06T

VOR Some VOR withdrawn after 2010

Including militar y VORs

ECIP NAV07T 2010

DME DME Infrastructure maintained at least

until 2020

GPS (GLONASS) GPS new signals not yet available L2C on

1227.6 MHz and L5 on 1176.45 MHz

(2007 and 2008)

(GLONASS)

New civil signals in space must be

validated against ICAO SARPs

GPS (GNSS)/SBAS Validation against SARPs in 2005

(EGNOS) + GALILEO Operational validation ongoing

GALILEO In 2008

GPS/GBAS + GALILEO Proposed interoperability means

(CAT I -2009, CAT II/III Interoperability for Cat I

2015)

MLS Improves runway utilisation in

low-visibility conditions

ILS Interoperability means

Will be maintained as long as possible

TACAN NATO-recognised navigation system

RSBN NATO-recognised navigation system in

certain states

PRMG NATO-recognised navigation system in

certain states

Multi-Mode Receiver Only three standards (ILS, MLS and

(MMR) GNSS with augmentation as required)

are considered

INS/IRS + update On-board equipment (US government

considers it a weapon system)

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7.1 Introduction

7.1.1 Surveillance systems are an essential element of integrated Air Traffic Management (ATM) operations serving both

civil and military users. Future systems will be capable of extracting air-derived parameters that will enhance ATM

performance and enable new forms of control, such as the delegation of separation assurance. Therefore the con-

tinuous development of safe, effective interoperable and efficient surveillance that will support the evolution of future

European ATM systems is essential.

7.1.2 ATM security in the context of possible threats from terrorist attacks will require the detection of non-cooperative

targets.Therefore surveillance should assure traditional primary surveillance or find new ways of achieving independ-

ent surveillance.

7.2 Military surveillance requirements

7.2.1 The military requirement for surveillance calls for the retention of primary surveillance radar (PSR) for the detec-

tion and tracking of non-cooperative aircraft as well as the use of secondary surveillance radar (SSR) for coopera-tive aircraft in order to fulfil identification and separation criteria in mixed environments.These capabilities are fun-

damental to the production of the recognised air picture.The airborne ear ly warning (E3A) component could in spe-

cific cases be part of a military surveillance infrastructure.

7.2.2 Radar data is frequently shared between civil and military units as required for ATM safety purposes and in order to

enable RAP compilation by air operation centres. An emerging requirement is for the military authorities to make a

PSR signal available in order for civil ATS units to cope with ATM security requirements (e. g. during transponder

switch-off or failure).

7.2.3 The introduction of Mode S for civil ATC surveillance does not satisfy the NATO operational requirement for an

improved IFF capability, which is required to be secure and resistant to jamming. NATO therefore has no operational

requirement for Mode S other than peacetime air surveillance support. For that purpose, NATO military aircraftshould be able to fly unrestricted in Mode S airspace and command and control systems should be able to acquire

Mode S data/information.

7.2.4 NATO recognises that the carriage and operation of

Documents

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