EAIMS
The Centralised Service on
European ATM Information
Management (EAIMS)
Concept of Operations
(CONOPS)
Edition Number :
2.1
Edition Date
:
26 August 2016
Status
:
Released Issue
Intended for
: EUROCONTROL Stakeholders
EUROCONTROL
European ATM Information Management Service (EAIMS)
Concept of Operations (CONOPS)
DOCUMENT CHARACTERISTICS
TITLE
European ATM Information Management Service (EAIMS) Concept
of Operations
(CONOPS)
Publications Reference:
ISBN Number:
Edition Number: 2.1
Document Identifier
CS5_EAIMS_CONOPS
Edition Date: 26.08.2016
Abstract
This document describes the concept of operations and the interactions between the service
and the actors that are concerned by the implementation of the European ATM Information
Management Service (EAIMS).The EAIMS is a Centralised Service providing the reference
source of aeronautical information, ATFCM, ASM and related data. It provides access to
common and consolidated European ATM information The document describes the overall
EAIMS operational concept and its benefits and explains the approach chosen for
implementation.
Keywords
CONOPS
Centralised Service
EAIMS
ATM
NMOC / NM
AIS
RAD
ENV
BADA
CRCO
EAD
CACD
AO
ATC
ADR
Authors
Nil Agacdiken, Herman Baret, James Derisson, Razvan Margauan, Peter Matern, Idalina
Mendes, Eduard Porosnicu, Bernard Rausch, Yves Steyt, Guido Van Laethem, and other
members of the CS5 Project Team.
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Contact(s) Person
Tel
Razvan Margauan
+32.2.7293732
Unit
DG/CS
STATUS, AUDIENCE AND ACCESSIBILITY
Status
Working Draft

Intended for
General Public

Intranet
Accessible via

Draft

ECTL Stakeholders

Extranet

Proposed Issue

Restricted Audience

Internet (www.eurocontrol.int)

Released Issue

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 2016".
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.
© European Organisation for the Safety of Air Navigation (EUROCONTROL) 2016
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DOCUMENT CHANGE RECORD
The following table records the complete history of the successive editions of the present
document.
EDITION
EDITION
PAGES
REASON FOR CHANGE
NUMBER
DATE
AFFECTED
1.00
05/09/2013
Draft for CONOPS Workshop
All
2.00
24/10/2013
Comments from Stakeholders consultation
All
2.1
26/08/2016
Update in the light of the preparation of the
launch of the CS5 Call For Tenders
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]
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Contents
DOCUMENT CHARACTERISTICS ............................................................................. 1
DOCUMENT APPROVAL ........................................................................................... 3
DOCUMENT CHANGE RECORD ............................................................................... 4
EXECUTIVE SUMMARY ............................................................................................. 8
INTRODUCTION ....................................................................................................... 10
CHAPTER 1 – Context ............................................................................................. 12
1.1
1.2
1.3
1.4
1.5
1.6
Geographical Applicability .......................................................................................12
Aim ...........................................................................................................................12
EAIMS Implementation ............................................................................................12
Intended Audience ...................................................................................................13
EAIMS Intended Benefits.........................................................................................13
Current Situation / Problem Statement ....................................................................15
1.6.1 Current Operating Method ..........................................................................16
CHAPTER 2 – Operational Concept ....................................................................... 18
2.1
2.2
Objective and Scope................................................................................................18
2.1.1 Operational (User) Scope ...........................................................................18
2.1.2
Technical Scope .........................................................................................20
2.1.3
Assumptions and Constraints .....................................................................22
2.1.4
Stakeholder Services, Roles and Responsibilities .....................................22
2.1.5
Moving towards global interoperability........................................................22
Targeted Operating Method.....................................................................................23
2.2.1 Building the ATM Network Interoperability Data .........................................23
2.2.2
Data Flows ..................................................................................................24
2.2.3
Aeronautical Information Service (civil and military) ...................................26
2.2.4
ASM/AMC (civil and military) ......................................................................26
2.2.5
National Environment Coordinator (NEC)...................................................27
2.2.6
National RAD Coordinator (NRC) ...............................................................27
2.2.7
Flow Management Position/FMP ................................................................28
2.2.8
Air Traffic Control Centre (civil and military) ...............................................28
2.2.9
TWR (Tower)/Airport (civil and military) ......................................................29
2.2.10 Network Manager Operations Centre (NMOC) ..........................................30
2.2.11 CS5 Contractor ...........................................................................................31
2.2.12 Aircraft Data Provider (ADP) .......................................................................32
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2.2.13 Central Route Charge Office (CRCO) ........................................................33
2.2.14 MET Service Provider (METSP) .................................................................33
2.2.15 Natural Hazard Data Provider (NHDP) .......................................................34
2.2.16 Aircraft Operator (AO) (civil and military) & Computer Flight Plan
Service Provider (CFSP).............................................................................34
2.2.17 Data Packers and Data Integrators (civil and military) ...............................35
2.2.18 Air Traffic Services Reporting Office (ARO) ...............................................35
2.2.19 General Aviation / Business Aviation (GA/BA) ...........................................36
2.2.20 RPAS Data Integrator .................................................................................36
CHAPTER 3 – Regulatory Requirements ............................................................... 38
3.1
Current and Upcoming Regulations ........................................................................38
3.1.1 Data Provision/Quality Regulation Requirements ......................................38
3.1.2
Safety Regulation Requirements ................................................................39
3.1.3
Security Regulation Requirements .............................................................39
3.1.4
Requirements to set-up and Operate the Service ......................................39
CHAPTER 4 – Links of the CS5 (EAIMS) to SESAR Pilot Common Projects,
ESSIP, ICAO GANP – Current Procedures and Future
Evolution ........................................................................................ 40
4.1
4.2
4.3
Pilot Common Projects (PCP) and Common Projects (CP) ....................................40
European Single Sky ImPlementation (ESSIP) .......................................................40
ICAO Global Air Navigation Plan (GANP) ...............................................................41
ANNEX 1 – Information Flows ............................................................................... 42
ANNEX 2 – EAIMS Data Catalogue ........................................................................ 44
ANNEX 3 – EUROCONTROL Proposal for a First Set of Centralised
Services to Contribute to SES Performance Achievement,
March 2013 ....................................................................................... 45
ANNEX 4 – Brief Description of the Centralised Services .................................. 45
ANNEX 5 – Minutes of the 29 April 2013 Airspace Users CS Workshop ........... 45
ANNEX 6 – Minutes of the 4 March 2013 Member States CS Workshop............ 45
ANNEX 7 – Minutes of the 24 April 2013 ANSPs CS Workshop ......................... 45
ANNEX 8 – Minutes of the 17 May Manufacturing Industry CS workshop ........ 45
ANNEX 9 – Working Papers, Slides and Extract from the Minutes of
PC/39, 16 May 2013 .......................................................................... 45
ANNEX 10 – Working Papers, Slides and Extract from the Minutes of
PCC/31, 02 July 2013. Slides and Minutes of CS5 Specific
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Workshop of 28 June 2013............................................................. 45
ANNEX 11 – Short Description of EAD and CACD .............................................. 46
A11.1 European AIS Database (EAD) ...............................................................................46
A11.2 Centralised Airspace & Capacity Database (CACD) ...............................................46
ANNEX 12 – References ......................................................................................... 48
GLOSSARY .............................................................................................................. 50
TERMINOLOGY ........................................................................................................ 56
List of Figures
Figure 1: EAIMS Data Scope..............................................................................................19
Figure 2: EAIMS Target Architecture ................................................................................21
Figure 3: Upstream - Downstream Data Integration Process ..........................................23
Figure 4: Key Roles and Main Data Flows ........................................................................25
Figure 5: EAIMS Top - Level Use Cases ...........................................................................42
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EXECUTIVE SUMMARY
Current aeronautical data systems have been built to support the different business needs of
the upstream1, and downstream1data chains.
Regarding the upstream data chain Aeronautical Information (military and civil) for the
ECAC area is prepared and published under the responsibility of Aeronautical Information
Services (AIS) of States as the only authorised source. Many ECAC States publish their data
through the European AIS Database (EAD) service owned by EUROCONTROL with the
focus of providing and distributing official publications and make available datasets for
download purposes to any user requesting such information.
The downstream data chain includes the Flight Operations community (e.g. ATC/ATFCM,
Military, Aircraft Operators, Airport Operators and their data/service providers). Here the
Aeronautical Information (from the upstream chain) is supplemented by additional
information derived from downstream processes, converted into custom formats, adapted to
specific operational requirements, in preparation of the specific context for Flight Operations.
Various databases on local/national level, but also on central level the NM Central Airspace
and Capacity Database (CACD) have been built with this operational focus. The vast majority
of these systems are managed separately and in isolation through mostly independent subprocesses. Moreover the data is entered several times using manual effort rather than using
data exchange mechanism with other data management systems.
This leads to high workload and cost and exposes the system to potential mistakes through
the manual inputs. This lack of integration and multiple manual entries can result in data
inconsistencies that have a potential safety impact. It also creates significant cost
inefficiencies at the global level. The Commission Regulation (EU) No. 73/2010 (ADQ)
requires the aeronautical data chain to become much more interoperable and based on endto-end digital data transfer, in order to eliminate such deficiencies.
Airspace users need a harmonised picture of all ATM information (AIS, ATC Planning, ASM,
ATFCM data, etc.) and the ability to easily query any subset of data.
Furthermore, flight data interoperability is being developed in Europe as part of the SESAR
concept for 4D-trajectory management. Fundamentally, it assumes the availability of up-todate and consistent airspace data across the interoperability area to ensure precision and
consistency of the trajectory calculations.
Consequently, a European ATM Information Management Service (EAIMS), acting as the
reference source of information for a central pan-European, but also for regional/FAB and
national/local systems needs to be developed, building on the European AIS Database
(EAD) and deployed to cover ATFCM, ASM, ATC and Airspace User’s operational needs.
Achieving a seamless ATM data chain in Europe will require bringing the upstream and
downstream user communities ‘closer together’. This implies harmonisation and integration
of both operational processes and supporting systems, and requires extensive operational
validation and consolidation activities. The competences, the specific expertise, the outputs
and the added value of each of the two Databases (EAD and CACD) are essential to build
the whole integrated data chain, as started through the ADR (Airspace Data Repository)
1
See Terminology
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implementation in Europe and the respective project of EUROCONTROL.
Through EAIMS, the end user will be provided access to all the required, consolidated,
consistent and operationally validated data in a seamless and standardised way from a
single access point, which will enable ASM/ATFCM/ATC, flight operations and airport
operations.
The EAIMS will cover as minimum the current EAD and CACD functionalities/processes, the
required adaptations to NM systems and will also include enhancements such as new
generation of briefing facilities as defined in ESSIP INF-04 (as compared to what is currently
provided by EAD), including Digital NOTAMs, weather data, support to flight plan validation,
support to the growing RPAS community, support to MET/AIM In Flight updates via Data Link
and graphical displays.
Moreover, the EAIMS will provide services/tools for both AIS and ARO depending on the
individual needs of ANSPs to fulfill their ICAO and SES obligations, such as conformance to
the Aeronautical Data Quality (ADQ) Regulation, and Flight Operations community.
In order to achieve the above objectives, the EAIMS will deploy state-of-the-art services and
supporting systems based on SESAR/ICAO SWIM concepts whilst taking into consideration
the legacy systems to ensure a smooth migration and transition to the new service. A
modular architecture based on open standards will be utilised, such that local consumers of
the EAIM Service can interface with and further build upon the centralised service for local
requirements.
Finally, the EAIMS, having consistent and accurate information, will eliminate the ambiguity
and reduce the probability of potential hazards arising for ATM associated with data
processing errors or misinterpretation of data; hence the Service will contribute directly to the
reduction of safety risks.
Gaining the required and validated information from one single access point will also
improve efficiency and productivity through collaborative decision making processes for
ANSPs, AMCs, AOs, Airport Operators and for NM while reducing total cost.
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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;
•
In the planning and execution phase much more user friendly 4D trajectories
throughout the European airspace.
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
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Minutes of both meetings are respectively attached as Annex 9 and 10.
EUROCONTROL advisory 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; CS5 (EAIMS) workshop was held on
28 June 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 CS5 (EAIMS) which was held on 11
September 2013. The comments received from the stakeholders consultations led to an
update of the CONOPS (Ed. 2.0).
In February 2014 the 41 EURCONTROL Member States entrusted the Agency with
assessing and demonstrating the operational, technical and financial feasibility of CS 2, 3
and 9; and the development, set up and demonstration of CS 1, 4, 5, 6, 7, 8; and proceeding
to implementation of each CS only after a positive decision of the PC/CN.
The Ops Concept Ed. 2.0 was used by EUROCONTROL to develop requirements to be part
of the CS5 Call for Interest. The current Ops Concept (Ed. 2.1) is the result of an in depth
effort conducted within EUROCONTROL as part of the drafting of the CS5 (EAIMS) Call for
Tenders. All proposed Centralised Services will be operated under performance based
contracts by a Service Provider 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 regulated 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 2016
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CHAPTER 1 – Context
1.1
Geographical Applicability
The EAIM service is intended to be applied in all EUROCONTROL Member States. It may be
expanded to adjacent States if so required as part of the NM area of interest and in case it is
identified as being beneficial for the overall ATM network.
The new EAIMS service will be offered to all existing and future EAD users, subject to
renewed Data User/Provider Agreements.
1.2
Aim
The European ATM Information Management Service (EAIMS) aims at ensuring access to a
consolidated, consistent and operationally validated data in a seamless and transparent way
as from a single access point to support ARO/AIS/ASM/ATFCM/ATC, flight operations and
airport operations.
The EAIMS will also provide services/tools enabling to fulfill the ICAO and Single European
Sky (SES) obligations, such as compliance with the Aeronautical Data Quality (ADQ)
Regulation and will help improving flight operations community efficiency.
EAIMS builds on the experience and also, where relevant, on the existing infrastructure and
capabilities of the EAD and CACD services as well as on the ADR concept and experience.
EAIMS involves many actors who will enable the availability and quality of highly accurate
and consistent data. The objective of this document is to describe the overall EAIMS
operational concept, describe the services and functions, which are subject of the CS5 Call
For Tenders (CFT) and to identify the impact on the most important stakeholders that would
result from its implementation.
EAIMS will be run under the auspices of EUROCONTROL as the Network Manager.
EAIMS is in-line with activities taking place under the SESAR Deployment Programme (SDP)
and the (Pilot) Common Projects ((P)CP).
1.3
EAIMS Implementation
EAIMS aims at an integration of all data and associated business processes and workflows
in one database replacing thereby the current EAD and CACD databases, overcoming the
current fragmentation and improving consistency of data.
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Respective access rights, depending on users and providers will be defined.
EAIMS will be implemented in a step-wise approach in order to minimise the project risks.
In a first step (Step1), the complete EAIMS as described in the CONOPS will be
implemented as a combination of systems and services which are grouped as follows:
•
EAIMS/CS5 system which will be developed and operated by a consortium/Special
Purpose Company (SPC) under a contract with EUROCONTROL following the CS5
Call For Tenders and will be the reference source for the AIS data and a central
access point for aircraft type characteristics and performance data, MET and Natural
Hazards data in support of flight operations. The administrative rights for these data
to be entered in the database are with the Contractor. CS5 is designed to contain all
ASM/ATFCM data (as currently contained in the CACD). These data shall be
administered by NM.
•
Adaptations to NM systems, including adaptations to the existing NM CACD system
which remains in this step the reference source for the ATFCM and dynamic ASM
data (see definition later in 2.1.1 EAIMS Data Scope).These adaptations to CACD are
needed to ensure alignment of the CACD and CS5 data models and to allow for the
implementation of an integrated workflow already in Step1. Although data will
continue to reside in two physically separated databases, they shall be seen as one
virtual database from the user’s perspective. Other important adaptations are the
changes needed to IFPS for the processing of OAT and VFR flight plans which are
essential for the pre-flight briefing function of EAIMS.
In a second and final step (Step2), the target EAIMS architecture shall be achieved with all
EAIMS data being managed in the EAIMS/CS5 system. NM will continue to be responsible
for the maintenance of their specific data through corresponding access rights on the
EAIMS/CS5 system.
The full EAIMS scope and functionality will be available to the users through a combination of
EAIMS/CS5 and NM Systems. An integrated access point will be provided for the users
requiring the EAIMS data, whereas specific user access profiles will be defined.
NM will start using CS5 operationally with the implementation of Step1. The implementation
of Step2, which will be performed at a later stage, will require changes to CS5 to be
synchronised with the changes to NM systems. The implementation of Step2 should be
transparent for the other EAIMS users.
1.4
Intended Audience
The intended audience are all the Stakeholders who are interested in the development and
operations of the EAIMS. The document is being used as a reference document in relation to
the CS5 Call For Tenders (CFT).
1.5
EAIMS Intended Benefits
The EAIMS will deliver a common source for consistent, accurate and up-to-date ATM data
set for the actors of the upstream and downstream data chain with the following direct
benefits:
•
Reduced Safety Risks: Potential hazards can arise from inconsistencies in
ARO/AIS/ASM/ATFCM/ATC information, from difficulties in interpreting multiple data
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sources, from out of date information and from the lack of dynamic updates in digital
data sources. Having consistent, complete, accurate and up-to-date information will
reduce the likelihood of such hazards arising for ATM.
The provision by the EAIMS of advanced pre-flight briefing facilities (based on digital
NOTAM, integrated MET and graphics) will also reduce the risk of pilots missing
safety critical NOTAM information (as it may happen today due to long/complex textbased pre-flight information bulletins) and will increase the pilot awareness.
•
Increased Efficiency: This can be achieved through improved productivity and
reduction of global costs: single data entry and retrieval reduce global costs by
avoiding duplication of work at the local level and by reducing manual interventions.
Inclusion of all the dynamic information (such as published by NOTAM) in the digital
data sets will enable automated systems to optimize the aircraft trajectory on the
ground and in the air and to avoid costly deviations from the ideal trajectory, which
may be due to imprecise information. Accessing the required information via the
EAIMS will improve productivity for civil and military ANSPs, AMCs, civil and military
AOs and for NM.
The EAIMS will be an enabler for the following operational benefits:
 Support AIS in fulfilling their ICAO and SES obligations, such as stated in the
Aeronautical Data Quality (ADQ) Implementing Rule (IR) EC 73/210;
 Support ANSP or AIS in fulfilling their ICAO obligation (doc. 4444) in the context of
flight plan handling, and pre-flight briefing through their ARO services;
 Enhanced pre-flight briefing services (as defined in ESSIP INF-04), featuring Digital
NOTAMs, weather data, and graphical displays;
 Enhanced consistency of the data submitted by the ANSP through data verification
and validation;
 Improve airspace planning activities of ANSP prior to the Day of Operation so as to
enhance available capacity and reduce the need for airspace restrictions. It also
enables civil and military airspace users to adjust their seasonal plans in order to
improve flight efficiency thus reduce costs;
 Support ANSP´s in activating the best possible sector configuration for the Day of
Operation and thereby reducing the need for airspace restrictions. This will result in
reducing the levels of ATM specific delays;
 Enable ASM tools (through CS4 AFUAS), to achieve the most efficient use of
airspace by providing consistent up-to-date airspace situation;
 Improve the ability of civil Aircraft Operators to take advantage of airspace availability.
Accurate information on the latest airspace status together with the airspace, airport
and route availability will enable AO’s to optimise the flight profiles, which will lead to
increased fuel efficiency and reduced flight times;
 Support the military Aircraft Operators is achieving the military mission objectives;
 Improve the accuracy of the performance calculations done by AO’s and their service
providers, based on more precise dynamic data (such as temporary obstacles,
runway operational distances, weather parameters);
 Enable consistent trajectory management between ATM actors in order to ensure
consistency of the trajectory calculations for the flight data interoperability by
providing common, up-to-date and consistent ATM information. This will have a direct
impact on the ATCO workload and allow an increase of the usage of available
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capacity by minimizing the delta between theoretical technical capacity (100%) and
real operational capacity due to safety margins applied;
 Reduce the time and effort spent on identifying the 'right' data and doing local
adjustments to the data, when conflicts arise between different data sources by
providing a single access point to authorised ATM contextual data;
 Increase consistency and quality of the ATM data for all ATM actors resulting in data
fit for daily flight operations and airport operations through extensive validation
process. It improves synergies between the AIM and the ATM Flight Operations
communities;
 Enable all ATM actors to carry out their duties effectively in order to deliver addedvalue services and to support trajectory-based operations in line with the SESAR
concept;
 Provide concrete contribution to SES performance achievements in particular in
improved efficiency;
 Ensure the migration of the current NM Systems (i.e. EAD and CACD) and their data
to EAIMS, through the implementation of a new industrial component (EAIMS/CS5
system replacing the current EAD and CACD) and adaptations to NM systems. With
this approach, constraints resulting from the current situation and set-up will be
alleviated, business processes will be consolidated and current technology
capabilities will be exploited, so that the service can be optimised and delivered in the
most efficient manner, thereby contributing concretely to SES performance
achievements.
1.6
Current Situation / Problem Statement
Today, Aeronautical Information (civil and military) is managed separately by two different
communities or business areas, each acting successively, through mostly independent subprocesses:
•
The Aeronautical Information Services (AIS) community – the “upstream” data chain;
•
The Flight Operations community (e.g. ATC/ATFCM, Military, Aircraft Operators,
Airport Operators, and their data/service providers) – the “downstream” data chain.
Upstream Aeronautical information is prepared and published under the responsibility of the
States (upstream chain). Downstream, AIS information is then supplemented by additional
information (ATC Planning, ASM and ATFCM) in preparation of the specific daily context for
Flight Operations. The different focus of the two communities originates from different
requirements and constraints and the resulting operational situation suffers from a lack of
integration.
The European AIS Database (EAD) has already addressed the consolidation of the upstream
data chain; processes and systems in the downstream chain still exist in isolation: data is
entered several times using manual effort rather than system to system connections. This
lack of integration and the ensured multiple manual entries result in possible data
inconsistencies that have a potential safety impact and also create significant cost
inefficiencies at the global level. Extensive operational validation activities by most actors
individually are needed before using data in operations.
In summary the problems associated with the current situation are mainly related to the
following:
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Data consistency and harmonisation;
•
Data completeness;
•
Double or multiple input / sources of the same data in various downstream systems
(extra workload);
•
Lack of integration between publication and operational validation (upstream and
downstream data chain);
•
Different formats & technologies (interoperability issues);
•
High effort for validation and integration;
•
Cost inefficiencies at global level.
1.6.1
Current Operating Method
Current aeronautical data systems have been built to support the different business needs of
the upstream and downstream data chains.
On the upstream data chain, Aeronautical information is prepared and published under the
responsibility of States either by using an EAD workstation or via a local AIS database
exchanging data with EAD.
Local AIS Databases, where they exist, can be used to maintain static data, create NOTAM
and produce aeronautical publications (AIP, amendments, circulars, supplements, and
charts) based on the available static data. They enable submitting flight plans and receiving
pre-flight briefing information. The EAD Migrated States have either decided to rely
completely on the EAD service through a connection to specific EAD workstations or still
operate a local database and process the data the same way prior to submitting to EAD and
also feed/synchronise their data to/with EAD.
EAD provides static and dynamic Annex 15 data for the complete ECAC airspace including
all related Aeronautical Information Publication (AIP). In addition a worldwide “minimum set
of static data” is maintained in order to process and make available world-wide NOTAM and
pre-flight information bulletins (PIB). The information is accessible via dedicated applications
or as XML-based data sets through web-based services.
The necessary data outside of the ECAC area, and data of AIS from States not yet migrated
to the EAD service is maintained by the EAD Data Operations Service Provider. Like in the
other databases, there is an extensive consolidation and validation process before the data
is used in EAD operations.
EAD has been in operation since 2003 and is widely accepted, both within and beyond
EUROCONTROL Member States. Its current functionality will be extended in EAIMS by
some important capabilities. For instance, at present, there exist only local/limited integrated
pre-flight briefing capabilities encompassing both, AIS and weather information. This is
lagging behind what is becoming available in other parts of the world. Graphical presentation
of the pre-flight briefing information is also high on the list of expectations from the end users.
The EAD has to fulfil the requirements of EU Regulation 73/2010 (ADQ). To be ADQ
compliant and to facilitate the ADQ compliance of its ANSP stakeholders, EAD is being
enhanced with additional capabilities, such as AIXM 5.1 data exchange format to bridge the
gap until full migration to the new EAIMS.
The downstream data chain includes the Flight Operations community (e.g. ATC/ATFCM,
Military, Aircraft Operators, Airport Operators, and their data/service providers), where the
AIS information is supplemented by additional information such as ATC Planning, ASM and
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ATFCM in preparation of the specific daily context for Flight Operations. A similar situation
applies to route charges operations in CRCO.
A variety of locally maintained databases and the internal NM Central Airspace and Capacity
Database (CACD) have been built accordingly, with this operational focus.
Local User Databases receive information from a number of sources, including paper
copies. Some use information coming straight from national AIS or downloaded from EAD.
Information resulting from ATC Planning, ASM and ATFCM is mostly manually introduced.
Those different items and not necessarily consistent information need to be consolidated
locally; extensive operational validation and integration activities by most actors are required
before using data in operations.
Similarly CACD was built to serve NM processes and systems (IFPS and ETFMS). The
CACD provides to NM client systems consistent, coherent and complete information required
for Flight Plan validation and distribution at IFPS as well as for Trajectory Profile calculation
in order to allow Traffic Flow Management. CACD has been in operation for the last 20 years
and is successfully used to process 31.000 flights daily. The information in CACD consists of
both AIP and ASM/ATFCM data required for NM operations and are mostly manually entered
by the operators. Like in the other local databases, there is an extensive consolidation and
validation process before the data is used in NM operations.
The ADR (Airspace Data Repository) project aimed at reconciling the specific missions of
the NM systems (mainly EAD and CACD) for the benefit of ATM operations as a whole to
provide the network view on the operational airspace data. The main challenge of ADR was
to make these two different worlds communicate and understand each other in a better way.
The ADR Phase 1 has been successfully concluded in 2013 and ADR Phase 2 requirements
and the corresponding CACD data are now incorporated in the EAIMS project.
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CHAPTER 2 – Operational Concept
2.1
Objective and Scope
In order to achieve the objectives and benefits listed in CHAPTER 1 – above, the EAIMS will
deploy state-of-the-art services and supporting systems, compliant with the System Wide
Information Managements (SWIM) concepts. With this approach, constraints resulting from
the current situation and set-up will be alleviated, business processes will be consolidated
and latest technology capabilities will be exploited so that the service can be optimised and
delivered in the most efficient manner, thereby contributing concretely to SES performance
achievements. Whilst implementing new generation systems, the EAIMS will take into
consideration the legacy systems to ensure a smooth migration and transition to the new
service. This is achieved through a new collaborative process of building and maintaining a
consistent and coherent, operationally usable data set further explained in 2.2.1 Building the
ATM Network Interoperability Data .
In the downstream part, substantial economies of scale (data management, operational data
validation, system implementation) and significant consistency improvements are within
reach by preparing the reference data for operations only once.
Flight data interoperability is being developed in Europe as part of the SESAR concept for
trajectory management. Fundamentally, it assumes the availability of up-to-date and
consistent aeronautical and MET data across the interoperable area to ensure consistency of
the trajectory calculations. Preparing and maintaining this European-wide data multiple times
wherever it is needed does not make sense in many respects (consistency and therefore
safety, cost efficiency, etc.).
Therefore, EAIMS aims at bringing the two communities (upstream/downstream) closer
together in order to achieve a seamless ARO/AIS/ASM/ATFCM/ATC, summarized as data
chain of relevant ATM data.
2.1.1
Operational (User) Scope
Through EAIMS, the data users will be provided access to all the required, consolidated,
consistent and operationally validated data in a seamless and standards-based way from a
single access point, which will enable ARO/AIS/ASM/ATFCM/ATC flight operations and
airport operations.
EAIMS will support a seamless process from publication preparation to usage of data in daily
operations and will provide electronic access to the data through interoperability mechanism.
Achieving a seamless ATM data chain in Europe will require bringing the upstream and
downstream user communities ‘closer together’. This implies harmonisation and integration
of both operational processes and supporting systems and requires extensive operational
validation and consolidation activities. The competences, the specific expertise, the outputs
and the added value of each of the two are essential to build the whole integrated data chain.
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Beyond the human aspects involved in this convergence, the main challenge is to reconcile
the operational constraints with official data provision requirements in order to achieve a
consistent data chain, and in the end that published data can serve operations.
The EAIMS will as well include a new generation of briefing services for ARO as defined in
ESSIP INF-04 (as compared to what is currently provided by EAD), including Digital
NOTAMs, MET information, support for flight plan validation and graphical pre-flight briefing.
EAIMS Data Scope
The EAIMS data scope is detailed in ANNEX 2 – EAIMS Data Catalogue. From a top-level
perspective the EAIMS data scope can be broken down as shown in the following figure:
Figure 1: EAIMS Data Scope
•
The AIS data is the static and dynamic data driven by the definition of ICAO Annex
15.The AIS data is split into:
o
The Annex 15 IOP data: The AIS data used by ATM systems to describe the
aeronautical infrastructures (waypoints, routes, airports, elementary airspace
volumes…). The precise data scope of the IOP Annex 15 data is defined in
ANNEX 2 – EAIMS Data Catalogue. This data is subject to more stringent
availability and completeness rules, in order to support the downstream ATM
operations;
o
The Annex 15 Non-IOP data: all the AIS Data that are not in the Annex 15
IOP data.
(For details see ANNEX 2 – EAIMS Data Catalogue – “AIS” category)
The concept of the Interoperability Data (IOP Data) is further explained in 2.2.1 Building
the ATM Network Interoperability Data .
•
The ATFCM data is the data used by EAIMS stakeholders for flight planning and flow
management purposes and which relays or is strongly correlated with the AIS data.
This data is essential for flight planning and 4D trajectory computations and needs to
be shared by all actors. The ATFCM data includes:
o
AURA (Airspace Usage and Route Availability) data; (e.g. route restrictions as
contained in the RAD, Letters of Agreement, FUA/FRA restrictions etc.);
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o
Other ATFCM data (e.g. taxi times, sector configurations, sector configuration
activation, runway configurations, runway configuration activations, …).
(For details see ANNEX 2 – EAIMS Data Catalogue – “ATFCM” category).
Other flow management related data which does not have a strong dependency on the
AIS data is not part of the scope of EAIMS. This data does not need to be shared by all
actors and it is not required for trajectory computations.
For the purpose of this document the term ATFCM data refers strictly to the data which is
in the scope of EAIMS.
•
The ASM data is the dynamic airspace management data fed to/from CS4 (AFUAS)
and includes:
o
European Airspace Use Plan (EAUP/UUP);
o
FUA Levels/Parameters….
(For details see ANNEX 2 – EAIMS Data Catalogue – “ASM” category).
The maintenance of the ATFCM and ASM data remains under the responsibility of NM
operators which will be granted specific access rights.
•
The EAIMS/CS5 system will also make available the MET and Natural Hazards data
which is required:
o
for the provision of briefing services in the ARO context (ICAO Annex 3);
o
to support CS2 (4DPP) and the Flight Object (FO) interoperability (e.g. Winds,
Temperature and QNH).
It will include all hazard data needed for aviation purpose (e.g. Volcanic ash
information).This data is originated by MET Service providers.
(For details see ANNEX 2 – EAIMS Data Catalogue – “MET/NH” category).
•
The Aircraft Type Characteristics and Performance data contains information
driven by the BADA model and some other relevant data. This data is managed in
EAIMS/CS5 and will be used for flight trajectory computations. As a consequence it
will have to cover all operational aircraft types with genuine or “synonym”
performance data.
(For details see ANNEX 2 – EAIMS Data Catalogue – “ACFT” category).
The data available through the EAIMS will contain information about the past, present and
future status of airspace and all other aeronautical features, in order to support the long term
planning including pre-validation and simulations, the daily operations and post-operations
analysis needs.
The service shall protect sensitive data such as confidential information to be shared only
between limited actors (e.g. military missions). Accessibility to such data shall be limited to
authorised actors only. For EAIMS a dedicated data access policy will be established in
accordance with ISO/IEC 27002 [14].
2.1.2
Technical Scope
The future EAIMS will be supported by new generation, technical state-of-art solutions. From
a high-level architectural perspective it will be composed of:
•
a new - to be developed - EAIMS/CS5 system that will replace the current EAD and
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•
adaptations to other NM systems, including the migration of CACD to EAIMS.
Communication between components will be ensured through the NM SWIM Service Layer.
Human-Machine Interfaces (HMI) will be integrated in the future NM ATM Information Portal
to ensure a coherent presentation of the EAIMS data and a consistent user experience
across all functions.
Figure 2: EAIMS Target Architecture
The future EAIM service will be supported by a modular architecture based on open
standards, in order to avoid monopolistic situations, to allow for flexible evolution and to
facilitate global interoperability and access by users from other regions. The solution will be
in line with the SWIM concept based on interoperability standards and will have a Service
Oriented Architecture (SOA), using data exchange models and application interfaces
compliant with the Aeronautical Information Reference Model (AIRM) and Information
Services Reference Model (ISRM) as well as the frameworks provided by the NM SWIM
platform.
The EAIMS data will be made available through the B2B interface (preferably each B2C
service shall have an equivalent service through the B2B interface) in order to avoid
dependencies on a single provider and allowing external systems (answering to local needs)
to maximize their use of the EAIMS service platform.
The EAIMS interfaces are implemented using the NM Ecosystem (NES), to be seen as the IT
platform on which NM B2C and B2B services are rendered, including the HMI and the SWIM
Service Layer.
The EAIMS will also take into consideration the emerging EUROCAE/RTCA standards
required to provide In Flight updates of weather and airspace relevant information via AirGround Data Link [21].
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2.1.3
Assumptions and Constraints
•
The EAIMS will cover as minimum the current EAD and the CACD functionality
including the functionality implemented via the ADR project;
•
It shall comply with ICAO standards, and with European rules and regulations such as
ADQ IR (Annex 15 data scope);
•
EAIMS will feed CS4 (AFUAS) with the static AIS/ASM data;
•
CS2 (4DPP) will retrieve from EAIMS aeronautical information, aircraft performance
and meteorological information required for trajectory computations;
•
Institutional and commercial constraints related to the storage of weather information
(MET) in the EAIMS shall be taken into consideration.
2.1.4
Stakeholder Services, Roles and Responsibilities
The list of stakeholders described in this document (sections 2.2.3 to 2.2.18) is not
necessarily exhaustive: it is limited to those who are directly addressed by the concept of
operations. Other actors, such as system manufacturers are not discussed here, although
they will play an important role in the development of the EAIMS.
2.1.5
Moving towards global interoperability
The ICAO Global Air Navigation Plan [16] has established a roadmap for Information
Management including AIS/AIM which requires States to implement improvements such as:
Digital NOTAM, enhanced quality and digital data, Electronic Charts, Digital Briefing, eAIP,
AIXM, IWXXM, SWIM, etc. The implementation of these features will require robust AIS/AIM
Databases established and updated by the States. The EAIMS architecture supports the
implementation of AIS/AIM Databases with a similar large scale geographical coverage also
in other parts of the world.
In this context, EAIMS will facilitate global interoperability and will provide access to users
from other areas of the world. It will be able to communicate through the SWIM protocols with
similar systems from other regions to create a global network of aeronautical data hubs. The
EAIMS system itself could be replicated and instantiated to run as a separate system
servicing other ICAO Regions which could prove to be a cost effective solution for nonEUROCONTROL member States.
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2.2
Targeted Operating Method
2.2.1
Building the ATM Network Interoperability Data
The key objective of the EAIMS is to establish access to all the required, consolidated,
consistent and operationally validated AIS/ATFCM/ASM data in a seamless and transparent
way as from a single access point. A key concept introduced by the EAIMS CONOPS is a
process to build up a common operationally usable data set (called the “Interoperability Data”
or IOP Data) as the missing bridge between the upstream and downstream data chains. The
part of the IOP Data corresponding to the ICAO Annex 15 is referred as Annex 15 IOP Data.
The scope of the IOP Data is defined in ANNEX 2 – EAIMS Data Catalogue – “IOP”
category).
The AIS data being the reference for a majority of ATM data and processes, some concepts
have been developed to ensure that EAIMS improves and makes its operational use more
efficient.
Sometimes, the AIS data comes with issues that make them not directly usable operationally
(for example route or airspace gaps between countries). Also, EAIMS users of the AIS Data
may sometimes adjust this data for technical reasons (for example the simplification of arcs
of circle into polygons). This is the reason why the concept of EAIMS IOP Data has been
introduced. It is illustrated in the following figure and explained hereafter.
Figure 3: Upstream - Downstream Data Integration Process
The Original AIS Data is the AIS Data as published under the state authority through the
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AIS channels. This Data is maintained by the States for those migrated to CS5 and by the
CS5 Contractor for the non-migrated States.
Sometimes, due to incomplete cross-border coordination or even to geo-political conflict
situations, the AIS data comes with insufficient consistency between sources, lack of
completeness or non-alignment with stated operational requirements (this could be route
gaps, airspace border gaps/overlaps, different attributes for the same feature, etc.). All such
issues, when detected by the CS5 Contractor and by any EAIMS user, will be reported to the
CS5 Contractor for analysis. They will be captured by means of an AIS Data Issue in the
EAIMS/CS5 system. An AIS Data Issue is raised if the reported issue is due to the data itself
and not to the technical constraints of the EAIMS user systems. The CS5 Contractor will
support the National AIS, NM and other stakeholders in handling the AIS Data Issues; the
EAIMS/CS5 system will provide features to facilitate this task. The resolution of such AIS
Data issues by the National AIS may take time, or in case of conflict situations, may continue
indefinitely.
The EAIMS/CS5 system will store the Data Resolutions in a way that allows them to be reapplied automatically to the Original AIS Data once agreed by the relevant state authorities,
to avoid human workload. Data Resolutions are only managed within the scope of the Annex
15 IOP Data. This new concept has been introduced to ensure that data, which is critical
from an operational point of view, is handled with priority. This will guarantee on one side the
continuity of the Network operations and on the other side a consistent set of data to be
shared between all operational stakeholders. This data will be subject to a strict coordinated
change management process linked to the AIRAC cycle under NM responsibility. Non-IOP
data issues will continue to be treated as today under the routine data correction process.
ATFCM and ASM Data are entered by NM operators and external EAIMS users and
reference the Annex 15 IOP Data.
As stated above, one of the objectives of the EAIMS service is to build a common
operationally usable data set, called the IOP Data, which is conceptually composed of the
Annex 15 IOP Data, the ATFCM and the ASM Data and is the reference data source for the
European ATM Network operations.
EAIMS users are free to retrieve data from the Original AIS Data or the IOP Data in complete
or partially. As Annex 15 data may differ in the Original AIS Data and in the IOP Data, the
origin of the data shall be unambiguously flagged by the EAIMS/CS5 system. Users can
apply technical adaptations to the retrieved data set if required in order to use them on their
local systems.
EAIMS users (e.g.: ANSPs) may opt to manage their local data using the tools and storage
facilities offered by the EAIMS/CS5 system. This can be useful if EAIMS users need to
modify the retrieved data for local operational reasons (e.g. modify sector boundaries to
receive information on very close adjacent traffic), create test or simulated data, etc. In this
case the EAIMS/CS5 system could offer a private space for such EAIMS user with no
interference with the rest of the system. This data will only be used to accommodate local
needs and will not interfere with any other EAIMS data. It will not alter the IOP Data, which
remains the reference data for exchanging information with all stakeholders.
2.2.2
Data Flows
The data flows and interaction of stakeholders with the EAIMS are illustrated in the
diagram below. (Figure 4)
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Figure 4: Key Roles and Main Data Flows
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2.2.3
Aeronautical Information Service (civil and military)
The main task of Aeronautical Information Service (AIS), as defined in the ICAO Annex 15 is
to ensure the provision of aeronautical information necessary for the safety, regularity and
efficiency of international air navigation.
This will require the AIS to have access and/or use the EAIMS in order to get accurate and
up-to-date aeronautical data.
EAIMS provides: necessary services and tools taking into account user roles, user data
coverage responsibilities and access rights that enable national and regional (FAB)
Aeronautical Information Services to fulfil their ICAO and European obligations through:
•
B2B/B2C interfaces that allow AIS to receive/input data from originators, to process
the data, to coordinate and to make available in the centralised EAIMS/CS5 database
the digital AIS data (static and dynamic) that is under their responsibility;
•
B2B/B2C interfaces/tools that allow AIS to use the EAIMS/CS5 data for the
production and distribution (where applicable) of the AIP, charts, NOTAM and related
products.
Provider Role
The AIS shall provide the complete set of AIS Data in their area of responsibility to
EAIMS/CS5.
The National AIS will remain responsible for their own data as the authorised source, and
obligations to provide data will remain with each Member State if so mandated in legislation.
Therefore there is no change in data maintenance responsibilities due to EAIMS.
Nevertheless, AIS data validation and consolidation activities will need to be extended in
order to satisfy the needs of operational processes and the integration between the upstream
and downstream data chains. (see 2.2.1 Building the ATM Network Interoperability Data ).
User Role
The AIS will use the EAIMS/CS5 for the production and distribution (where applicable) of the
AIP, charts, NOTAM and related products. Natural Hazards information will be used for the
definition and publication through NOTAMs of restricted/danger areas, as decided by the
relevant authorities.
2.2.4
ASM/AMC (civil and military)
The main objective of Airspace Management is to achieve the most efficient use of airspace
based on actual needs and, where possible, avoiding permanent airspace segregation.
Close co-operation between civil and military authorities and effective real-time civil/military
co-ordination are recognised as fundamental prerequisites for a flexible use of airspace.
EAIMS provides: the reference source of static/dynamic airspace data to enable strategic,
pre-tactical and tactical airspace management activities, and the publication of the European
airspace usage plans (EAUP/EUUP) and airspace activation information in the IOP Data.
This information is provided through the CS4 (AFUAS) Service. For this purpose EAIMS
makes available airspace data sets and data interrogation/subscription services, both B2B
and B2C;
Provider Role
The AMC will feed the EAIMS with ASM data, via CS4 (AFUAS), airspace use plans
(allocations during pre-tactical and tactical phase) and airspace (de)activations in real time.
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According to airspace requests made a few days before operations or at short notice on the
day of operations, the designated AMC will notify its decision by updating EAIMS with ASM
data, via CS4 (AFUAS), and information on airspace allocation and route availability, which
will be validated and consolidated by NMOC into the European AUP/UUP and made
available in the EAIMS IOP Data.
To enable dynamic airspace management processes, the definition and allocation of ad-hoc
routes and areas provided by the designated AMC or the concerned ATC and Military ATS
will be used to update the EAIMS IOP Data with real-time information.
User Role
The AMCs will use the up-to-date airspace data (both static and dynamic) from the EAIMS
IOP Data before submitting their airspace allocation decisions and consider information on
airspace allocated by the neighbouring AMCs and ACCs with the aim of initiating
coordination for airspace sharing according to the Cross-Border Operations concept. They
will also make use of ATFCM data stored in the EAIMS IOP Data to take the network
demand into account when planning the airspace reservations.
2.2.5
National Environment Coordinator (NEC)
The NEC provides a single link between NM and the ANSP to coordinate the data provision
and data validation required for NM operations.
EAIMS provides: a platform to enable the provision and validation of data under their
responsibility, through:
•
B2B/B2C interfaces that allow NECs to provide, to pre-validate, to validate and to
coordinate the data through the construction of the IOP Data and the corresponding
feedback loop as shown in Figure 3.
Provider Role
NEC will provide the description of planning data to the EAIMS (i.e. ATC planning data,
airspace utilisation rules, LoAs, etc.) including the what-if data (e.g. new operational airspace
structures) for pre-validation before it is proposed for publication. The NEC will carry out any
necessary coordination within the ANSP ensuring internal ANSP processes are applied for
the provision of all required data for NM operations.
There is no change in the current role of NEC due to introduction of the EAIMS.
User Role
The NEC will use the EAIMS for the pre-validation (where applicable) of operational airspace
structures.
2.2.6
National RAD Coordinator (NRC)
The designated NRC provides a single link between the NM and the States/ANSPs to coordinate the management and publication of the Airspace Utilisation and Route Availability
(AURA) – formerly the RAD (Route Availability Document) - pertinent to that State/ANSP.
EAIMS provides: the reference source of static/dynamic airspace data in the IOP Data to
enable strategic requests to NM for AURA restrictions, for their consolidation by NM into the
single European view. For this purpose, EAIMS makes available:
•
B2C/B2B interfaces that allow the NRC to consult static/dynamic airspace data in
order to build AURA requests to send to NM.
Provider Role
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The NRC will provide national AURA requests to NM for consolidation, with the resulting
restrictions being encoded in EAIMS. There is no change in the current role of National RAD
Coordinator due to introduction of the EAIMS.
User Role
The NRC will consult the EAIMS for required information prior to submitting the AURA
request.
2.2.7
Flow Management Position/FMP
The main objectives of ATC are to keep a safe separation between aircraft and to expedite
and maintain the orderly flow of air traffic. These objectives can be achieved by applying
separation between aircraft and by issuing clearances to individual flights as close as
possible to their stated intentions within the general framework of ATFCM measures and
according to the state of the ATM environment (airspace status, ATC sectors configuration,
weather, etc.).
The relationship between FMP and AMC within the same area of responsibility will be
enhanced to optimise airspace allocation and the use of the route network. This co-ordination
process will benefit from the information stored in EAIMS, to support a seamless ATFCM
process through a better airspace allocation.
EAIMS provides: the reference source of static and dynamic airspace data for enabling
capacity planning and coordination with NM. It provides a platform to feed the ATFCM data
such as sector configuration scenarios for network assessment. For this purpose, EAIMS
makes available:
•
B2B/B2C interfaces that allow FMP to access the static and dynamic airspace
structure and availability;
•
B2C/B2B interfaces to access the ATFCM data.
Provider Role
Depending on local arrangements the FMP will input operational ATFCM data in
planning and tactical phases, which includes:
•
default, planned and tactical values for sector configuration definition and activation;
•
runway configurations and runway configuration activations;
•
taxi times.
For details see ANNEX 2 – EAIMS Data Catalogue (“ATFCM” category).
User Role
The FMP will make use of existing stored airspace data (e.g. AIP) for initial assessment
purposes and to feed the EAIMS with the data describe above.
2.2.8
Air Traffic Control Centre (civil and military)
Access to a common reference for airspace data will be vital to ensure close co-ordination
between all civil and military ACC2/APP units. In addition to their specific missions, Military
ACCs have also similar service provision requirements to civil ACC such as separating OAT
and GAT.
2
For the purpose of this document the term ACC includes UACC and OACC.
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The EAIMS will be the basis for sharing information about airspace status (allocation,
activation, segregation, etc.) from the strategic planning to the safe conduct of flight
operations by different types of air traffic in different types of areas on the day of operations.
ACC/APP units will benefit from higher quality of data within EAIMS, allowing better
prediction of sector loads which, in conjunction with improved trajectories from CS2 (4DPP),
will allow for flow measures to be applied with much higher accuracy.
EAIMS provides: the reference source of static and dynamic airspace data for consultation
through:
•
B2B/B2C interfaces that allow ACC/APP to access the static and dynamic airspace
structure and availability.
Provider Role
The ATFCM data provision is done via FMP depending on local arrangements. In order to
achieve the objectives of the Trajectory-based operations, there is a need to exchange more
and more dynamic information, in particular for any information impacting the flight’s
trajectory.
User Role
ACC/APP will consult the EAIMS about the airspace status (e.g. allocation, activation,
segregation, etc. provided from CS4), routes and SID/STAR definitions and availability.
They will use up-to-date airspace data, will share sectors definition and configurations to
ensure interoperability and make use of airspace data for simulations. It is expected that
EAIMS data will also be made available through the information systems at the controller
working positions. The specific security concerns of ACC systems, (e.g. no direct connection
to external systems) shall be taken into consideration; a security risk assessment shall be
made.
2.2.9
TWR (Tower)/Airport (civil and military)
As Airports are part of the overall ATM system in a gate-to-gate approach, they will be part of
the collaborative decision making process supported by a seamless flow of exchanged
information.
EAIMS provides: the reference source of static and dynamic airspace data to support airport
capacity planning and provides a platform to feed the airport related information. For this
purpose, EAIMS makes available in the IOP Data:
•
B2C/B2B interfaces that provide the Airport/TWR data such as runway in use, taxi
times, SID/STAR in use etc.
Provider Role
To ensure their better integration in ATM in general and in the En-route phase in particular,
the Airports will share through the EAIMS IOP Data consolidated and up-to-date information
with regard to events impacting the demand or the capacity at the airport such as runway in
use, taxi times and SID/STAR in use. Such information should be made available either in
the pre-tactical or tactical phase of operations. Depending on the local situation, these data
will be determined by the ANSPs, by the Airports or agreed by both.
User Role
They will consult the EAIMS to better plan their strategic resources and capabilities.
Note: The role of the Airports might be defined separately from the TWR in a future evolution
of the EAIMS implementation.
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2.2.10
Network Manager Operations Centre (NMOC)
The mission of the Network Manager Operations Centre (NMOC Brussels and Brétigny-surOrge) is to deliver core network operational services across several domains:
•
Flow and Capacity Management;
•
ATM Access Gateway/Flight Planning Operations;
•
Information Management;
•
Crisis and Contingency Management;
•
Post-operations analysis and reporting;
•
Natural Hazard data where it impacts the flows of traffic.
Access to and sharing of harmonised and complete airspace data is of paramount
importance to NMOC in managing the translation of strategic airspace and capacity plans
into real-time network operations.
The EAIMS will contain airspace data to support the ATFCM and flight planning processes.
EAIMS provides: a platform for coordinating, consolidating, pre-validating and validating the
changes to the airspace structure and procedures in order to enable the provision of the
NMOC services and the efficient operation of the European ATM network, including digital
data necessary for the efficient functioning of all NM systems (IFPS, ETFMS, etc.) by
providing:
•
B2B/B2C interfaces that allow NMOC to have early access to draft data describing
intended future changes, and status and condition of the European aeronautical
infrastructure;
•
interfaces that allow NMOC to consolidate, pre-validate, validate and provide
feedback to data originators on intended future changes, etc.;
•
B2C interface that allow NMOC to encode and disseminate the Airspace Usage and
Route Availability (AURA) data.
Provider Role
Strategic ATFCM will forecast the ATM capacity needs and will propose change requests to
the airspace structure that will be reflected in the ATM context information. Simultaneously,
the NMOC will pre-validate the new operational airspace structures, participate in the
elaboration of the pre-defined scenarios including sector configuration that will be introduced
in the EAIMS. The NMOC will also consolidate the Airspace Usage and Route Availability
(AURA) and local Airspace Use Plans (AUP/UUP) and will feed the EAIMS with a coherent
view at Network level.
User Role
AMCs decisions on airspace allocation will allow NM to consider the traffic demand with the
available airspace and to identify any bottlenecks or capacity shortfalls. A strengthened coordination process between NM, ACCs/FMPs and AMCs will allow solving some of the
shortfalls with a better airspace allocation. Similarly, on the day of operations, information on
short-term changes in airspace constraints, weather and natural hazards will enable the NM
to take benefit of the opportunity or to minimise the impact of any disruptions.
The EAIMS will therefore contain the required data supporting the seamless ASM/ATFCM
process. The consideration of these data such as sector configuration, airport/tower data,
dynamic airspace information (real-time activation/de-activation of allocated airspace and
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CDRs availability, TRA permeability, etc.), and restrictions will enable NM to assess the
impact at the network level of the traffic demand and to co-ordinate the implementation of the
most adequate ATFCM solution (flight and flow re-routing, sector management, revised
airspace allocation, traffic synchronisation, etc.) and to support the flight planning by IFPS.
Other actors such as the Centralised Service on 4D Trajectory Calculation for Planning
Purposes - CS2 (4DPP), needs a reliable and common source for aircraft data (i.e. BADA) to
ensure consistency of the trajectory calculations in case performance data of AO/CFSP is
not available.
Data Consolidation/Operational Validation Role
NMOC will play a vital role to optimize the integration and consolidation of operational data
individually done by most actors in the downstream data chain in isolation. It will implement
extensive operational pre-validation and validation and provide feedback on the data errors
and AIS Data Issues for resolution before the IOP Data is published and used by the flight
operations community, including the NMOC operations. The operational pre-validation and
validation by NMOC covers the suitability for operational usage of the IOP Data needed for
flight plan validation, flight profile calculation and ATFCM processes. This will be a key
enabler for the EAIMS, bringing the two communities closer together in order to achieve a
seamless ATM data chain.
2.2.11
CS5 Contractor
The activities of the CS5 Contractor are as follows:
•
Support EUROCONTROL, ECAC member States, National civil and military AIS, civil
and military ANSP and other legitimate EAIMS users in fulfilling their mission in
accordance with performance standards established in the agreed Service Level
Agreement (SLA) between EUROCONTROL and the CS5 Contractor;
•
Complement the data input provided by the National AIS of ECAC States or of other
legitimate EAIMS users with necessary data outside of the ECAC area. A minimum
set of static data is maintained in order to process and make available world-wide
NOTAM and to support briefing services. This service will make extensive use of the
flight plan processing and distribution services from NM systems for GAT, OAT and
VFR flights;
•
Maintain the Annex 15 IOP Data, manage and co-ordinate the resolution of AIS Data
Issues and escalate as required to the designated NM operational authority;
•
Realise regular reviews including the data completeness of data updated by the CS5
Contractor and by clients, and coordinate with the clients the clarification of identified
discrepancies and the resolution of AIS Data Issues;
•
Supports the migration to operations of new clients and of current EAD clients to
EAIMS, performs the day-to-day support to clients according to the agreed SLA,
supports GAT and OAT briefing services if agreed between national AROs or FABs,
facilitates the Annex 15 data validation, data coordination, and general support
through the Central CS Service Desk.
This is done by implementing all the management processes, which are necessary to ensure
that the data operation services are delivered to the level specified in the agreed SLA.
EAIMS provides: tools that enable the CS5 Contractor to fulfil its obligations for the provision
of data operations services through:
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•
B2B/B2C interfaces that allow the CS5 Contractor to receive (where possible in digital
format), process, coordinate and maintain in the centralised EAIMS/CS5 database
the world-wide Annex 15 static data and to make available in a library the AIP
publications that are under its responsibility;
•
B2B/B2C interfaces that allow the CS Contractor to receive and process TAM3
messages, including Digital NOTAM, where available; as well as graphical facilities,
workflow, investigation and reporting features;
•
a central ticketing system that allow the CS5 Contractor to support the Central CS
Service Desk function and to support the clients.
Provider Role
The CS5 Contractor will feed the EAIMS/CS5 with world-wide Annex 15 static data, will
maintain the EAIMS/CS5 library with AIP Publications, which are under their responsibility,
and will ensure the processing and digitisation of TAM3 messages received via AFTN,
NewPENS, etc. The provided service will facilitate the maintenance of its databases by Data
Providers and include data consistency checks for enhancing the consistency of the EAIMS
data. The CS5 Contractor will also support the Central CS Service Desk function which will
be the main interface between Clients and the EAIMS.
User Role
The CS5 Contractor will use the data available through the EAIMS/CS5 to fulfil the above
role as provider and for data comparison, verification and validation of the data originated
from outside Europe.
2.2.12
Aircraft Data Provider (ADP)
NMOC requires reliable aircraft performance parameters in order to compute coherent and
realistic profiles at flight plan acceptance (IFPS) and flow management levels (ETFMS).
Currently, Base of Aircraft Data (BADA) datasets are used to feed the NM core systems
through CACD and updated whenever a new BADA version is available (several times each
year). This represents about 200 Aircraft Types covering more than 99 % of the flights
managed by NM.
Base of Aircraft Data (BADA), is an Aircraft Performance Model (APM) developed and
maintained by EUROCONTROL through active cooperation with aircraft manufacturers and
operating airlines. BADA is designed to be used in flight trajectory simulation, validation and
assessment of new ATM concepts, ATC procedures and trajectory prediction in operational
ATM systems.
EAIMS provides: a platform to integrate aircraft type characteristics and performance data
within EAIMS.
For details see ANNEX 2 – EAIMS Data Catalogue – “ACFT” category.
Provider Role
It will feed the EAIMS with aircraft data (aircraft type data according to ICAO 8643, aircraft
performance data).
User Role
No specific user role, but may consult the EAIMS.
3
NOTAM, SNOWTAM, BIRDTAM(military only), ASHTAM and ATFM messages
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2.2.13
Central Route Charge Office (CRCO)
CRCO is responsible for billing and collection of Route Charges on behalf of the member
States. It provides its stakeholders with an efficient cost-recovery system that funds air
navigation facilities and services and supports Air Traffic Management developments.
EAIMS provides: the reference source of quality assured aeronautical data to support their
route charging activities. For this purpose EAIMS makes available:
•
B2B and B2C interfaces that allow airspace data interrogation/subscription services.
Provider Role
No specific provider role.
User Role
CRCO will use airspace data from EAIMS to construct the charging zones, Points,
Aerodromes etc. used for its geographical calculations.
The single source of border data for the airspaces will enable CRCO to ensure that a flight
which is regulated in a particular country also pays route charges within the same country.
2.2.14
MET Service Provider (METSP)
MET information made available through EAIMS will support the interoperability of ATM
systems by providing a consistent set of data required to perform trajectory calculations. In
addition, as part of the evolutions of the current functionalities offered by the EAD, the
EAIMS/CS5 will offer enhanced pre-flight briefing services that require the integration of
digital MET information.
The scope of the MET information accessible through EAIMS/CS5 will contain at least
information on (relevant for the ECAC, adjacent States and the North Atlantic region):
•
Synoptic overview of surface weather including pressure systems and frontal zones;
•
Overview of Significant Weather above FL100 including jet streams and areas with
icing or CAT;
•
Convective weather;
•
Winter weather;
•
Strong winds (surface, 3000ft and aloft);
•
Low Visibility and/or low clouds;
•
Issued METAR (SPECI), TAF for international airports;
•
Issued warnings, including SIGMET, and
•
All relevant MET information required for the briefing service.
(For details see ANNEX 2 – EAIMS Data Catalogue – “MET” category).
EAIMS provides: central access to the MET information for use by the NMOC, for advanced
4D trajectory calculations (such as foreseen by CS2, the 4DPP) and the pre-flight briefing
service.
Provider Role
The current scope of the EAIMS MET information will not require specific arrangements with
MET service providers on aspects of dedicated MET information access or transmission. The
EAIMS will have access to MET information through the established ICAO mechanisms.
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User Role
No specific user role, but may consult the EAIMS.
2.2.15
Natural Hazard Data Provider (NHDP)
The inclusion of Natural Hazard information such as information on volcanic ash dispersion
into EAIMS will be part of EAIMS development.
There are various authorised sources for information on a variety of potential natural hazards
to aviation. For example, volcanic ash information is provided by the UK MET Office and
Meteo France and/or their co-located ICAO VAAC (Volcanic Ash Advisory Centres) for their
area of responsibility by means of a file in a WXXM compliant format (xml/gml). This is fully in
line with the globally endorsed transition of alphanumeric codes into formats suitable for the
digital exchange of MET information. Furthermore, it is fully in line with the concepts and
solution developed by the Information Management thread of the SESAR programme.
EAIMS provides: a platform to include and make available information on Natural Hazards
relevant for aviation to be consumed by other users and systems (e.g.: NMOC/EVITA tool).
Provider Role
Natural Hazards will be included into the EAIMS/CS5 and the Natural Hazard information
Provider will ensure the provision of such data required on events that have an (negative)
effect on aviation.
User Role
No specific user role, but may consult the EAIMS.
2.2.16
Aircraft Operator (AO) (civil and military) & Computer Flight Plan Service Provider
(CFSP)
Airlines strive to satisfy their business objectives and optimise the operations by determining
the optimum departure and arrival times of the aircraft and the routes and levels at which
they wish them to fly. They need to make informed choices from possible route options
available for flight planning purposes as produced from the updated airspace data and the
most efficient route network available at that time.
Accurate information on the latest airspace status together with airspace and route
availability will enable to optimise the flight profiles and will lead to increased fuel efficiency
and reduced flight times.
Advantage will be taken of airspace re-allocation including the use of available CDRs and the
establishment of ad-hoc routes and areas.
Furthermore, the availability of up-to-date and consistent ATM information to ensure
consistency of the trajectory calculations will enable the flight data interoperability as part of
the SESAR concept for trajectory management.
Military airspace users focus on mission effectiveness and have similar requirements as the
civil users regarding the up-to-date and consistent ATM information. In order to support a
wider distribution of military flight plans to concerned civil ATS units for handling,
coordination or mutual awareness as appropriate, the provision of OAT FPL to and their
further validation and promulgation by the Network Manager are currently under
development.
EAIMS provides: in the IOP Data the reference source for accurate information on the latest
airspace status (allocation, activation, etc.) in line with the Airspace Usage and Route
Availability (AURA) and Letters of Agreement (LoAs). It will enable the optimisation of flight
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profiles and flight refilling, resulting in less rejected flights, through:
•
an already consolidated and operationally validated airspace data sets and data
interrogation/subscription services, both B2B and B2C;
•
making changes made to the airspace usage & route availability available, both
B2B/B2C.
Provider Role
AOs (civil and military) and CFSPs are not providing data except for feedback based on their
own assessment on the data.
User Role
AOs (civil and military) and CFSPs will use validated and consolidated data from the EAIMS
IOP Data in their flight planning systems, which is identical to the data used by the IFPS (and
the future CS2). This will result in significantly less rejected flight plans due to a high level of
consistency between the databases. They will also use the EAIMS as a source of information
for an initial consideration of flight intentions against the airspace infrastructure and its
forecasted use, weather data and natural hazard situations, for airlines to plan their
commercial strategy and associated resources and for military to plan their mission. Accurate
information on the latest airspace status (allocation, activation, etc.) together with airspace
and route availability, weather conditions and natural hazards information will enable the refiling of FPLs as necessary.
2.2.17
Data Packers and Data Integrators (civil and military)
Data integrators (also known as “data houses”) are a major AIS client. The data is coded into
industry specific formats (e.g. ARINC 424) and made available to Flight Management
Systems (FMS) providers which turn it into operational data for feeding on-board FMS, EFB
devices, creating charts and flight manuals. Industry requirements for obstacle and terrain
data, airport mapping databases, etc. have triggered the development of additional coding
standards, which are likely to be also supported by AIS data. Data integrators are interested
in both static (baseline) data and dynamic updates, although the current data distribution
channels are not yet able to automatically process dynamic updates in digital format.
EAIMS provides: the reference source for digital AIS data and supplementary airspace and
ATFCM data (static and dynamic) as necessary for air navigation system and applications,
made available in the IOP Data through B2B interfaces (both interrogation/reply and
publish/subscribe).
Provider Role
Data integrators are not providing data in EAIMS, except for feedback based on their own
assessment of the data about airspace, route, procedures, etc.
User Role
Data integrators will use the Original AIS and IOP Data made available through EAIMS.
2.2.18
Air Traffic Services Reporting Office (ARO)
The main task of ARO, as defined in ICAO Annex 2 and ICAO Doc 4444, is to ensure the
provision of flight plan handling services (e.g. facilitate the acceptance and processing of
flight plans and flight plan associated messages through the corresponding IFPS service)
including the exchange of ATFCM messages.
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As the interface between AO (civil and military) and IFPS, ARO will continue to have a major
role as an initial advisor ensuring the consistency of FPLs. In the field of general assistance,
the AROs will inform the AOs and, acting on their behalf, may "propose" alternatives when a
change occurs concerning the feasibility of a flight (e.g. availability of a route).
This will require the ARO to have access and/or use the EAIMS in order to get accurate and
up-to-date airspace data via B2B/B2C interfaces.
User Role
•
B2B/B2C interfaces that allow ARO clients to submit flight plans and receive pre-flight
briefing information (including graphical/integrated AIS/MET briefing facilities) via the
ARO.
•
The ARO shall receive flight plans and flight plan associated messages as well as
ATFCM messages from NM via EAIMS.
Provider Role
•
The ARO shall forward received flight plans to NM via EAIMS for validation and
further processing.
2.2.19
General Aviation / Business Aviation (GA/BA)
GA/BA encompasses all other commercial (Business Aviation activities), sporting and
recreational flying (General Aviation) which are an integral part of the European transport
system. General Aviation needs also to reserve airspace for particular operations through
national airspace usage regulators (recreation and sport aviation operating under VFR).
EAIMS provides: the reference source of harmonized and quality assured digital aeronautical
data (including AIS, ATFCM, aircraft, natural hazard, etc.) to support their activities and
provide daily view (including status and condition) as necessary for their operations. Same
as for the AOs (civil and military), GA/BA will benefit from the validated and consolidated
data from the EAIMS IOP Data for their flight planning purposes. NM systems will be
upgraded to allow for VFR flight plan processing in IFPS and world-wide distribution of FPLs;
this functionality will be available before the start of operations of EAIMS. Same as it is today
the case for IFR flights; VFR flights will be validated in NM systems using a service provided
by IFPS. The EAIMS will support as minimum the current EAD functionality in relation to VFR
operations with the added value of the future IFPS/VFR service. Data is provided primarily
through B2C interfaces, while certain data sets are made available through B2B services in
order to feed Electronic Flight Bag, GPS/navigation and similar devices used for pre-flight
briefing and in-flight awareness. Access to EAIMS services will be either directly (for crossborder flights) or through national AIS portals, with customised information and presentation
in national language.
Provider Role
GA/BA is not providing data to the EAIMS as such.
User Role
GA/BA will use available AIS, ATFCM, MET and natural hazard data available in the EAIMS
for flight planning, briefing and in-flight awareness operations.
2.2.20
RPAS Data Integrator
Unmanned Aircraft Systems (UAS) are an aircraft and its associated elements, which are
operated with no pilot on board. Remotely Piloted Aircraft Systems (RPAS) are a set of
configurable elements consisting of a remotely piloted aircraft, its associated remote pilot
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station(s), the required command and control links and any other system elements as may
be required. The term Drone is used to speak of UAS and RPAS. Drones must be flown
outside of specified reserved areas, staying within defined limitations for the operation (e.g.
distance from aerodromes, max. altitude 500 feet above the ground/water, etc.).
RPAS data integrators are developing RPAS Flight Management Systems (FMS) or
Applications (Apps) to accommodate safe RPAS operations within certain areas. For this
purpose, RPAS data integrators need both the static (baseline) data and the dynamic
updates in order to create No Drone Zones which would prevent RPAS to be flown in these
areas. In addition to the already available data in EAIMS, States may request to create their
own specific Drone Prohibited/Allowed Areas, which will be made available in EAIMS. For
this kind of data no specific format is needed as the RPAS FMS/Apps could process AIXM
5.1 format.
EAIMS provides: the static and dynamic AIS data needed by RPAS data integrators. EAIMS
allows States to create their own Drone Prohibited/Allowed areas, which are available to
RPAS data integrators. Furthermore EAIMS will provide support for digital NOTAM
processing and generation. RPAS FMS/Apps could receive and process digital NOTAMs
automatically and could also generate draft NOTAMs from RPAS users to be relayed for
approval to the relevant AIS authorities.
Provider Role
RPAS Data integrators are not providing data in EAIMS, except for feedback based on their
own assessment of the data.
User Role
RPAS Data integrators will use the data made available through EAIMS.
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CHAPTER 3 – Regulatory Requirements
3.1
Current and Upcoming Regulations
3.1.1
Data Provision/Quality Regulation Requirements
For the EAIMS data provision/quality, following Regulations/Standards apply:
1. ICAO Annex 15 – Aeronautical Information Service [1];
2. Commission Regulation (EU) No 73/2010 of 26 January 2010 laying down requirements
on the quality of aeronautical data and aeronautical information for the single European
sky, covering the origination, production, storage, handling, processing, transfer and
distribution of the Integrated Aeronautical Information Package (IAIP), electronic terrain
and obstacle data and aerodrome mapping data as amended by Commission
Implementing Regulation (EU) No 1029/2014 of 26 September 2014, and Commission
Regulation (EC) No 552/2004 Chapter III for Verification of Compliance and Annex II,
Part B, point 7 and 8 for Specific Requirements [2];
3. Commission Regulation (EU) No 552/2004 of the European Parliament and of
Council of 10 March 2004 laying down requirements on the interoperability of
European Air Traffic Management network (the interoperability Regulation)
amended by Regulation (EU) No 1070/2009 of the European Parliament and of
Council of 21 October 2009 [2];
the
the
as
the
4. Commission Regulation (EU) No 677/2011 of 7 July 2011 laying down detailed rules for
the implementation of air traffic management (ATM) network functions and amending
Regulation (EU) No 691/2010 [4];
5. Commission Regulation (EU) No 255/2010 of 25 March 2010 laying down common rules
on air traffic flow management [5], which in Article 6(5) specifies the responsibility of the
ATS units for ensuring the data quality of required ATFM data to the central ATFM unit.
Some of the required data items are part of the States’ IAIP publication and could
therefore be covered by the ADQ compliance. However for the other ATM data to be
provided by Data Providers to the EAIM Service, no specific Data Quality
Requirements exists. So for the required data not published in IAIP, as well as its
dynamic updates, the means of compliance for ATS to provide quality assured data
through the EAIMS needs to be defined;
6. Commission Regulation (EU) No 1025/2012 laying down common rules on European
standardization [11];
7. Commission Regulation (EU) No 1191/2010 amending Regulation (EC) No 1794/2006
laying down a common charging scheme for air navigation services [12].
In addition the potential implications of the new EASA Rule Making Initiative addressing the
upstream and downstream aeronautical data chain (including aeronautical data used for
Flight Planning and Flight Navigation) on EAIMS need to be analysed when available.
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3.1.2
Safety Regulation Requirements
For the safety associated with the EAIM Service, following Regulations apply:
1. Commission Regulation (EU) No. 677/2011 of 7 July 2011, Annex VI, Chapter 2 – Safety,
items f) and g) [4];
2. Commission Implementing Regulation (EU) No. 1034/2011 of 17 October 2011 – Safety
Oversight covering the oversight of changes to ATM functional systems [6];
3. Commission Regulation (EU) No 216/2008 of the European Parliament and of the
Council of 20 February 2008 on common rules in the field of civil aviation and
establishing a European Aviation Safety Agency (after second extension) [7];
4. Commission Regulation (EU) No 1035/2011 of 17 October 2011 laying down common
requirements for the provision of air navigation services and amending Regulations
(EC) No 482/2008 and (EU) No 691/2010 (as amended by Commission Regulation
(EU) No 448/2014 of 2 May 2014). [13].
3.1.3
Security Regulation Requirements
ISO/IEC 27002, an information security standard by the International Organization for
Standardization (ISO) [14].
3.1.4
Requirements to set-up and Operate the Service
The EAIMS will be implemented as a Pan-European Service. For its full benefits to all ATM
community, it is vital that all Member States are connected and migrated to the service.
Hence all ANSP shall conform to EAIMS requirements of data provision and data quality and
incorporate the related processes locally.
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CHAPTER 4 – Links of the CS5
(EAIMS) to SESAR Pilot Common Projects,
ESSIP, ICAO GANP – Current Procedures
and Future Evolution
4.1
Pilot Common
Projects (CP)
Projects
(PCP)
and
Common
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 Centralised Services will influence the future Common Projects (CP).
There is a strong coherence between the EAIMS Centralised Service and the PCP ATM
Functionalities. The centralised approach is considered as part of the ATM Functionality
definition. It concerns:
•
AF#3 “Flexible Airspace Management & Free Route”
The EAIMS will allow the maximum awareness of consistent data for the introduction
of the Flexible Use of Airspace Concept on a day-to-day basis. It will support
stakeholders and users in the establishment of realistic and robust operational
decisions.
•
AF#4 “Network & Collaborative Management”
•
AF#5 ‘iSWIM’
The alignment of the technical scope of the EAIMS centralised service with the PCP
AF#5 shall be ensured.
The nature of the interdependencies are related to the following ATM Master Plan
Aggregated ATM Technology Changes for Step 1, which are enhanced conflict management
tool, Enhanced CWP, Enhanced FDP, Flight Planning and demand data, Enhanced
AOC/WOC systems.
4.2
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 EAIMS centralised service is categorised as independent function improvements and
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development of supporting options and is related to the ESSIP Objective:
•
ITY-ADQ “Ensure quality of aeronautical data and aeronautical information ”
The deployment of ITY-ADQ can be more beneficial with the use of the EAIMS centralised
service. Moreover, it is expected that the EAIMS centralised service would benefit and
complement to almost all ESSIP Objectives.
Depending on the evolution of the EAIMS centralised service, in future, new ESSIP
Objectives may have to be developed or existing ones may have to be amended.
4.3
ICAO Global Air Navigation Plan (GANP)
The possible relationships between CS and ICAO Global Air Navigation Plan (GANP) [16]
have been analysed.
The EAIMS centralised service and ICAO GANP in perspective contributes to B1-30 (building
on B0-30 and EAD to include non-static data related to airspace & flow management, Wx
and NOP, and data quality assurance, notably in B1- DATM - Service Improvement through
Integration of all Digital ATM Information.
Furthermore, it implements B1-31 principles, i.e. B1-SWIM - Performance Improvement
through the Application of System Wide Information Management (SWIM).
The EAIMS centralised service enables B1-35 and B1-25 through common data description
(B1-NOPS - Enhanced Flow Performance through Network Operational Planning and B1FICE - Increased Interoperability, Efficiency & Capacity through FF-ICE/1 (Flight and Flow
Information for a Collaborative Environment ) application before Departure).
It is also enabled by IPV-6 ground network in GANP COM roadmap (CS8 – Pan European
Network Service (PENS)).
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ANNEX 1 – Information Flows
Figure 5: EAIMS Top - Level Use Cases
The table below provides additional details on the apportionment of the Use Cases for the
shared services.
The specific NM Use Cases (Maintain Dynamic ASM Data and Maintain ATFCM Data) will be
supported by NM systems in Step1 and by EAIMS/CS5 in the target architecture (Step2).
Retrieve Data and AIS Documents
Retrieve AIS data
and Annex 15 IOP data
EAIMS/CS5
Retrieve ACFT Data
EAIMS/CS5
Retrieve MET and Natural Hazard Data
EAIMS/CS5
Retrieve AIS Documents
EAIMS/CS5
Retrieve IOP data
NM systems
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Pre-validate What-if Data
Support What if Scenarios
EAIMS/CS5
Perform Pre-validation
NM systems in Step1
EAIMS/CS5 in Step2
Provide ARO Services
Briefing
e-PIB)
Service
(manage/produce
PIB, EAIMS/CS5
Manage/Provide Flight Plan Services
NM systems (IFPS)
Support Clients
Business-based Authorisation
EAIMS/CS5
CS5 Service Desk*
EAIMS/CS5
Centralised Services Help Desk
NM systems
User Management
NM systems
Knowledge Base
Management
and
File
Repository NM systems
EAIMS/CS5 System Monitoring
NM systems
Perform Data Analytics
Logging
EAIMS/CS5
Business Analysis
*Using Centralised Services Helpdesk tool
NM systems
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ANNEX 2 – EAIMS Data Catalogue
Note: this annex is provided in a separate file.
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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 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. Slides and
Minutes of CS5 Specific Workshop of 28 June
2013
Note: these annexes are provided in a separate file.
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ANNEX 11 – Short Description of EAD and
CACD
A11.1
European AIS Database (EAD)
Functionality:
The main purpose of the EAD (European AIS Database) is to further improve current
operational structure of Aeronautical Information Services. Furthermore, to support and
facilitate the maintenance, publication and timely distribution of validated aeronautical
information. Another key element is the provision of a central database hosting validated
dynamic and static aeronautical information by using a common data exchange standard in
order to ensure harmonisation and interoperability (AIXM).
The ultimate objective however, is an integrated International NOTAM Operations (INO) and
Static Data Operations (SDO) System.
The EAD services presently provide information with regard to:
•
Static Data Operations - SDO
•
Published AIP Management System – PAMS
•
AIP / CHART Production Tool
•
International NOTAM Operations - INO
•
Briefing Facility for ARO
Summary:
EAD as a centralized service provides harmonised and consistent data and enables data
quality through ICAO and EUROCONTROL standards. It assures timely and dynamic
availability of accurate data for safe route management, flight planning and operations. It
contributes to cost reduction through commonly maintained system & applications and
centralised worldwide NOTAM processing as well through the integration of all different AIS
components.
Additional information can
http://www.ead.eurocontrol.int.
be
A11.2
Centralised
(CACD)
consulted
on
Airspace
the
&
EUROCONTROL
Capacity
web
site:
Database
Functionality:
CACD (Centralised Airspace and Capacity Database) was built to serve NM processes and
systems, IFPS and ATFCM. The CACD provides to NM client systems consistent, coherent
and complete information necessary for Flight Plan validation and distribution at IFPS and for
Trajectory Profile calculation to allow Traffic Flow Management. CACD is in operation for the
last 20 years and has been and is successfully used to process 30.000 flights daily.
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The main purpose of CACD is to provide all necessary airspace information to feed the core
NM Systems (IFPS, ETFMS). This information consists of:
•
ECAC airspace infrastructure (published officially in the AIPs)
•
RAD (Route Availability Document) by RAD Coordinators
•
Operational non published data which are collected from the ANSPs (taxi time,
sectorisation, additional traffic flow restrictions than in RAD etc.)
•
Specific data required to perform the NM ATFCM function (such as TFVs).
Part of this data is also distributed to ANSPs via the Environment Dossier and/or in
special files
•
Airspace Utilisation Rules and availability (Restrictions) including Free Route
Airspace
CACD, together with other NM systems provides the following services:
•
a pre-validation service before official publication of Airspace Data
•
a daily "On Line" validation using a predict ETFMS system (SIMEX tool) before
releasing daily OPS requirements into operations to guarantee quality of online
critical updates
•
an Archived Data (Data Warehouse) via Environment Reporting system to Internal
and external clients
•
Airspace data for AMC´s to prepare daily AUP/UUP and is back up for AMC´s in case
of contingency
•
RAD Data
Summary:
CACD Operators collect, analyse and filter the external and relevant information available in:
•
The Aeronautical Information Publications (AIPs) amendments from the Member
States
•
All other official ICAO documents required for NM operations
•
The Notice to Airmen (NOTAM)
•
Various documents communicated by the ‘ENV Coordinators’ (LoA between ACC,
Sectors definition, HANDBOOK forms, etc.)
•
Aircraft Performance information coming from BADA (Brétigny).
The above Airspace Data is then, consolidated and validated in CACD prior to distribution.
This activity leads to dynamic (during the current AIRAC cycle) or static (for the next AIRAC
cycles) systems database updates. In parallel, NRC, NEC, FMP and AMC are working
closely with NM to provide information that is required by NM and not always officially
published by ANSPs.
CADF (Centralised Airspace Data Function) is an ASM function entrusted to the NM by the
ECAC States for consolidating national AUPs/UUPs to be published and provides
EAUP/EUUP.
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ANNEX 12 – References
1. ICAO Annex 15 – Aeronautical Information Service, 14th Edition, July 2013 (incorporating
Amendments 1-39).
2. Commission Regulation (EU) No 73/2010 of 26 January 2010 laying down requirements
on the quality of aeronautical data and aeronautical information for the Single European
Sky as amended by Commission Implementing Regulation (EU) No 1029/2014 of 26
September 2014.
3. Regulation (ECEU) No 552/2004 of 10 March 2004 on the interoperability of the
European Air Traffic Management network.
4. Commission Regulation (EU) No. 677/2011 of 7 July 2011 laying down detailed rules for
the implementation of air traffic management (ATM) network functions and amending
Regulation (EU) No 691/2010.
5. Commission Regulation (EU) No 255/2010 of 25 March 2010 laying down common rules
on air traffic flow management.
6. Commission Implementing Regulation (EU) No. 1034/2011 of 17 October 2011 on safety
oversight in air traffic management and air navigation services and amending Regulation
(EU) No 691/2010.
7. Commission Regulation (ECEU) No 216/2008 of the European Parliament and of the
Council of 20 February 2008 on common rules in the field of civil aviation and
establishing a European Aviation Safety Agency.
8. Commission Regulation (EU) No 2150/2005 of 23 December 2005 laying down common
rules for the flexible use of the airspace.
9. Airspace Data Repository (ADR) Concept & Implementation Plan, Edition 1.1, dated
2011-09-22.
10. CS5 Workshop Slides of 28 June 2013.
11. Commission Regulation (EU) No 1025/2012 of 25 October 2012 laying down common
rules on European standardization.
12. Commission Regulation (EU) No 1191/2010 of 16 December 2010 amending Regulation
(EC) No 1794/2006 laying down a common charging scheme for air navigation services.
13. Commission Regulation (EU) No 1035/2011 of 17 October 2011 laying down common
requirements for the provision of air navigation services and amending Regulations (EC)
No 482/2008 and (EU) No 691/2010 (as amended by Commission Regulation (EU) No
448/2014 of 2 May 2014).
14. ISO/IEC 27002, an information security standard by the International Organization for
Standardization (ISO).
15. ICAO Doc 4444 Air Traffic Management, Fifteenth Edition, 2007 (incorporating
Amendments 1-6).
16. ICAO Doc 9750-AN/963, 2016–2030 Global Air Navigation Plan, Fifth Edition – 2016.
17. European ATM Master Plan, Edition 2015.
18. EASA, Advance Notice of Proposed Amendment 2016-02, Technical requirements and
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operational procedures for aeronautical information services and aeronautical information
management.
19. EASA, ‘Prototype’
22/08/2016.
Commission
Regulation
on
Unmanned
Aircraft
Operations,
20. EASA, Advance Notice of Proposed Amendment 2015-10, Introduction of a regulatory
framework for the operation of drones RMT: n/a — 31.7.2015.
21. RTCA D0-340 Concept of Use for Aeronautical Information Services (AIS) and
Meteorological (MET) Data Link Services Issued 09-26-12.
22. RTCA D0-349 Architecture Recommendations for Aeronautical Information (AI) and
Meteorological (MET) Data Link Services Issued 03-18-14.
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GLOSSARY
Abbreviation
Description
4D Trajectory Flight Profile Calculation for planning purposes Service
4DPP
(CS2)
AAB
Agency Advisory Body
ADQ
Aeronautical Data Quality
ACC
Area Control Centre
ADR
Airspace Data Repository
AFTN
Aeronautical Fixed Telecommunication Network
AFP
ATC Flight Plan Proposal
AFUAS
Advanced Flexible Use of Airspace Support Service
AIM
Aeronautical Information Management
AIP/eAIP
(electronic) Aeronautical Information Publication
AIRM
Aeronautical Information Reference Model
AIS
Aeronautical Information Service
AIXM
Aeronautical Information Exchange Model
AMC
Airspace Management Cell
ANS
Air Navigation Service
ANSP
Air Navigation Service Provider
ANU
Air Navigation Unit
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AO
Aircraft Operator (civil and military)
APP
Approach Control
APSL
Airport Slot
ARO
Air Traffic Services Reporting Office
ASM
Airspace Management
ATC
Air Traffic Control
ATFCM
Air Traffic Flow and Capacity Management
ATM
Air Traffic Management
AU
Airspace Users
AUP
Airspace Use Plan
AURA
Airspace Utilisation and Route Availability
B2B
Business to Business
B2C
Business to Customer
BADA
Base of Aircraft Data
CAA
Civil Aviation Authority
CACD
Central Airspace & Capacity Database
CDM
Collaborative Decision Making
CDR
Conditional Route
CFSP
Computer Flight Plan Service Provider
CMIC
Civil/Military Interface Standing Committee
CONOPS
Concept of Operations
CRCO
Central Route Charge Office
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CP
Common Projects (SESAR)
CS
Centralised Services
CWP
Controller Working Position
DM
Deployment Manager
EAD
European AIS Database
EAIMS
European ATM Information Management Service
eAMI
Electronic Airspace Management Information
EASA
European Aviation Safety Agency
EAUP
Electronic Airspace Use Plan
ECAC
European Civil Aviation Conference
ECIT
EAD Client Interface Terminal
EFB
Electronic Flight Bag
EOBT
Estimated Off-Block Time
e-Restrictions
Electronic Airspace utilisation rules and availability
ESI
EAD System Interface
ETFMS
Enhanced Tactical Flow Management System
ETS SF
Emissions Trading Scheme Support Facility
EU
European Union
EUACA
European Airport Coordinators Association
EUROCAE
The European Organisation for Civil Aviation Equipment
EUUP
Electronic Updated Airspace Use Plan
FAB
Functional Airspace Block
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FF-ICE
Flight and Flow Information for a Collaborative Environment
FICE
Increased Interoperability, Efficiency & Capacity through FF-ICE
FMP
Flow Management Position
FMS
Flight Management System
FPL
Flight Plan
GA
General Aviation
GAT
General Air Traffic
GML
Geography Markup Language
HMI
Human Machine Interface
IATA
International Air Transport Association
ICAO
International Civil Aviation Organization
ICB
Industry Consultation Body
IDP
Interim Deployment Programme
IFPS
Integrated Initial Flight Planning System
IFR
Instrument Flight Rules
IOP
Interoperability
ISRM
Information Services Reference Model
LoA
Letter of Agreement
MAB
Military ATM Board
MET
Aviation Meteorology
METAR
Aerodrome Routine Meteorological Report
MTOW
Maximum Take-Off Weight
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NEC
National Environment Coordinator
NES
NM Ecosystem
NM
Network Manager
NMB
Network Management Board
NMOC
Network Manager Operations Centre
NOTAM
Notice To Airmen
NRC
National RAD Coordinator
OACC
Oceanic Area Control Centre
OAT
Operational Air Traffic
OTMV
Occupancy Traffic Monitoring Value
PC
Provisional Council
PCP
Pilot Common Projects (SESAR)
PTR
Profile Tuning Restriction
RAD
Route Availability Document
RTCA
Radio Technical Commission for Aeronautics
SSC
Single Sky Committee
SES
Single European Sky
SID
Standard Instrument Departure
SLA
Service Level Agreement
SOA
Service Oriented Architecture
STAR
Standard Instrument Arrival
SWIM
System Wide Information Management
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TAF
Aerodrome Forecast
TFV
Traffic Volume
TFW
Timestamp of issue of the First Warning
TMV
Traffic Monitoring Value
TRA
Temporary Reserved Area (FUA)
TWR
Aerodrome Control Tower
UACC
Upper Area Control Centre
UUP
Updated Airspace Use Plan
VAAC
Volcanic Ash Advisory Centre
VFR
Visual Flight Rules
WXXM/IWXXM
(ICAO) Weather Information Exchange Model
XML
Extensible Markup Language
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TERMINOLOGY
Authorised Data
Authorised Source
B2B Services
Data coming from an Authorised Source
Managed repository of valid or trusted data
that is recognized by an appropriate set of
governance entities and supports the
governance entity’s business environment.
Services delivered via a computer to computer
interface.
One system will interact with another system
via services. Services are made available via a
set of
APIs
(Application
Programming
Interface) that a software developer has to use
to make his own system inter-operate with the
other system.
Services delivered via an HMI, targeted for
human interaction.
An end user can interact with the system via
a client application. The client application
interacts via services with the system.
B2C
End User/Local Consumer
Term used to refer to the Data User Role,
which is described in Section 2.3.
Flight Operations Community
Term used to refer to actors in the downstream
data chain such as Aircraft Operators, Airport
Operators, Military, ATC and their data/service
providers.
Reference Source (Trusted Source)
Reference source and referenced data sources
describe a situation in which data sets are
published by someone other than the
authoritative source and are often the
compilation of multiple sources of authoritative
data. The data are trusted because there is an
official process for compiling the data from
authoritative sources and the limitations,
currency, and attributes are known. Metadata
are provided; the data are often formatted into
a standardized form; and linkages to the
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originating source are provided with the data.
This trusted/reference source is recognized by
the authoritative source as an official publisher
of this subset. Typically a trusted/reference
source is established to integrate data from
multiple jurisdictions and to compile them into
a standard format. These trusted data are
adequate, convenient, and cost effective for
users that need a regional view.
Upstream data chain/Downstream Data Upstream data chain, is a term used to refer to
Chain
the Data Chain functions from the point of
origination to the point of publication.
Downstream data chain is a term used to refer
to
the
Data
Chain
functions
from
Application/Integration to End-Use.
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