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PJ.14 W2 Integrated CNSS


The project ‘Integrated CNSS’ covers the following candidate SESAR Solutions:

  • Solution PJ.14-W2-76 Integrated CNS and Spectrum.

The solution addresses the CNS cross-domains consistency in terms of robustness, spectrum use and interoperability including the civil-military aspects through the provision of a global view of the future communications, navigation and surveillance services and the definition of the future integrated CNS architecture (and the CNS spectrum strategy).

  • Solution PJ.14-W2-77 FCI Services.

The Solution will allow the real-time sharing of trajectories, timely access to ATM data and information services and the support to SWIM. The ‘Communication Services’ will support ATN-B1, ATN-B2 ATS services, and be expandable to support advanced ATM applications such as ATN-B3 ATS services. It will support AOC services and digital voice (VoIP) services. The Communication Services will be delivered using ATN/IPS and will allow interoperability with ATN/OSI protocols.

  • Solution PJ.14-W2-107 Future Satellite Communications Data link.

The solution addresses the development of the future satellite data link technologies Iris Long term Class A SatCom for both the continental and remote/oceanic regions needed for supporting the future concepts beyond 2020.

  • Solution PJ.14-W2-60 FCI Terrestrial Data Link and A-PNT enabler (L-DACS).

The solution constitutes the future terrestrial A/G and A/A data link solution, which is one of the ‘ICAO technologies’, and supports the increasing ATM performance requirements (due to the growth of air traffic and its complexity). L-DACS constitutes a potential component of the A-PNT to support positioning and navigation requirements in PBN/RNP operations in case of a GNSS degradation or outage.

  • Solution PJ.14-W2-81 Long-term alternative Position, Navigation and Timing (A-PNT).

The solution aims at developing A-PNT systems capable to provide better performances in comparison to the short-term solution (based on DME-DME) and support PBN/RNP operations in case of a GNSS degradation or outage. Long term A-PNT airborne solution is expected to support: RNP 1 for the Standard Instrument Departure Route (SID) or Standard Terminal Arrival Route (STAR) developed upon RNP 1 navigation specification, the airways defined with RNP 0.3 or RNP 1 constraints, and preferably RNP-APCH operations down to LNAV/VNAV minima supposing appropriate ground infrastructure. The solution also address the standalone mid-term aircraft technological enhancement (researched in Wave 1) that supports RNP‐based Operations in the TMA e.g. RNP1 SIDs and STARs (mid-term A-PNT).

  • Solution PJ.14-W2-79 Dual Frequency / Multi Constellation DFMC GNSS/SBAS and GBAS.

The solution addresses the progress in development of GBAS approach service type F (GAST-F) and its degraded modes, which is the final goal to achieve the target ambition of SESAR. The solution also addresses DFMC GNSS/SBAS/GBAS receivers architectural consideration and the completion of wave 1 activities related to ABAS / SBAS DFMC GNSS developments for multi-constellation GNSS receivers and GBAS approach service type D (GAST-D) (e.g. extended scope including: Expanded Service Volume (ESV), extreme latitudes, complex airports).

  • Solution PJ.14-W2-61 Hyper Connected ATM.

The solution aims at identifying and specifying the high level operational requirements for a fast and exponentially capable broadband air/ground and air/air datalink for supporting future ATM and U-space operations, air/ground data exchanges, etc.

  • Solution PJ.14-W2-110 Aircraft as an AIM/MET sensor and consumer.

The SESAR solution addresses the application of information made available by the aircraft such as Aircraft Meteorological DAta Relay (AMDAR) or any other avionics source (information derived from ADS-C application can be used), and future evolutions, or CNS status information, in Air Traffic Management, and the representation and the improved usage of MET and AIM information to airspace users in order to enhance their situational awareness and to improve strategic trajectory management and collaborative decision making.

  • Solution PJ.14-W2-83 Surveillance Performance Monitoring.

The solution aims at enabling an improved performance monitoring of surveillance systems e.g. ‘quasi real-time’ functionality and ensuring the correct functioning of the ATM surveillance function. This applies both at the individual sensor level and at ATC end-to-end level (input to the controller working position) e.g. spotting degradation trends early in the process. The solution shall consider both current and emergent surveillance techniques: WAM, ground-based and space-based ADS-B, independent non-cooperative surveillance sensors (INCS, including MSPSR), MLAT, SMR, etc.

  • Solution PJ.14-W2-84 New use and evolution of Cooperative and Non-Cooperative Surveillance.

The solution covers major improvements of cooperative and non-cooperative surveillance systems in areas such as composite surveillance, multi-sensor data fusion, new non-cooperative surveillance systems, secured surveillance systems and future ADS-B communications link.

Communication, Navigation and Surveillance, except for few cases, are actually significantly relying on national infrastructure deployed and operated by Air Navigation Services Providers. This leads to a deployment of technologies based on local/national choices and priorities resulting in un-synchronised, un-homogeneous and fragmented deployments. Some of these technologies have been in operation since decades and are not capable to support the automation of the ATM and the future need of airspace users including new entrants (e.g. RPAS). New technologies are being introduced. However, optimisation of the infrastructure has not largely been undertaken resulting in accumulation of legacy and new technologies having negative impacts of cost of operation and maintenance, spectrum usage, number of embarked systems.

Performance requirements for Communication, Navigation and Surveillance (CNS) systems are becoming increasingly complex and demanding considering convergence towards a common infrastructure, and a unified concept of operations (CONOPS) across the different (COM, NAV and SUR) domains. The new technical capabilities must be developed to fully meet the requirements derived from operational needs, taking into account the new emerging CNS technologies.

While the technological solutions developed under this topic do not have direct impact on operational key performance areas, they are in the critical path to deliver the ATM Master Plan performance ambition in areas as efficiency, capacity, safety, security and cost-efficiency.