(eaims) concept of operations

EUROCONTROL

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

European ATM Information Management Service (EAIMS)


© European Organisation for the Safety of Air Navigation (EUROCONTROL) 2016

Edition 2.1 Released Issue

Page 1 of 57

DOCUMENT CHARACTERISTICS

TITLE

European ATM Information Management Service (EAIMS) Concept of Operations

(CONOPS)

Publications Reference:

ISBN Number:

Document Identifier Edition Number: 2.1

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.





Page 2 of 57

Contact(s) Person Tel Unit

Razvan Margauan +32.2.7293732 DG/CS

STATUS, AUDIENCE AND ACCESSIBILITY

Status Intended for Accessible via Working Draft General Public Intranet

Draft ECTL Stakeholders Extranet

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

Released Issue

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.





Page 4 of 57

DOCUMENT CHANGE RECORD

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

EDITION

NUMBER

EDITION

DATE REASON FOR CHANGE

PAGES

AFFECTED

1.00 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]

mailto:[email protected]





Page 5 of 57

Contents

DOCUMENT CHARACTERISTICS ............................................................................. 1

DOCUMENT APPROVAL ........................................................................................... 3

DOCUMENT CHANGE RECORD ............................................................................... 4

EXECUTIVE SUMMARY ............................................................................................. 8

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

CHAPTER 1 – Context ............................................................................................. 12 1.1 Geographical Applicability .......................................................................................12 1.2 Aim ...........................................................................................................................12 1.3 EAIMS Implementation ............................................................................................12 1.4 Intended Audience ...................................................................................................13 1.5 EAIMS Intended Benefits.........................................................................................13 1.6 Current Situation / Problem Statement ....................................................................15

1.6.1 Current Operating Method ..........................................................................16

CHAPTER 2 – Operational Concept ....................................................................... 18 2.1 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

2.2 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





Page 6 of 57

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 Pilot Common Projects (PCP) and Common Projects (CP) ....................................40 4.2 European Single Sky ImPlementation (ESSIP) .......................................................40 4.3 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





Page 7 of 57

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





Page 8 of 57

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 sub-processes. 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 end-to-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-to-date 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





Page 9 of 57

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.





Page 10 of 57

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





Page 11 of 57

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





Page 12 of 57

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.





Page 13 of 57

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





Page 14 of 57

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 text-based 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





Page 15 of 57

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 added-value 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 sub-processes:

• 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:





Page 16 of 57

• 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





Page 17 of 57

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.





Page 18 of 57

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.





Page 19 of 57

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.);





Page 20 of 57

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





Page 21 of 57

• 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 Air-Ground Data Link [21].





Page 22 of 57

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 non-EUROCONTROL member States.





Page 23 of 57

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





Page 24 of 57

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 re-applied 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)





Page 25 of 57

Figure 4: Key Roles and Main Data Flows





Page 26 of 57

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.





Page 27 of 57

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 co-ordinate 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





Page 28 of 57

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.





Page 29 of 57

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.





Page 30 of 57

2.2.10 Network Manager Operations Centre (NMOC)

The mission of the Network Manager Operations Centre (NMOC Brussels and Brétigny-sur-Orge) 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 co-ordination 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





Page 31 of 57

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:





Page 32 of 57

• 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





Page 33 of 57

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.





Page 34 of 57

User Role


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


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





Page 35 of 57

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 re-filing 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.





Page 36 of 57

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 cross-border 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





Page 37 of 57

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.





Page 38 of 57

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 the Council of 10 March 2004 laying down requirements on the interoperability of the European Air Traffic Management network (the interoperability Regulation) as amended by Regulation (EU) No 1070/2009 of the European Parliament and of the Council of 21 October 2009 [2];

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.





Page 39 of 57

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.





Page 40 of 57

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 (PCP) and Common Projects (CP)

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





Page 41 of 57

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 B1-FICE - 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)).





Page 42 of 57

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





Page 43 of 57

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 Service (manage/produce PIB, e-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 and File Repository Management

NM systems

EAIMS/CS5 System Monitoring NM systems

Perform Data Analytics

Logging EAIMS/CS5

Business Analysis NM systems *Using Centralised Services Helpdesk tool





Page 44 of 57

ANNEX 2 – EAIMS Data Catalogue Note: this annex is provided in a separate file.





Page 45 of 57

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.





Page 46 of 57

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 be consulted on the EUROCONTROL web site: http://www.ead.eurocontrol.int.

A11.2 Centralised Airspace & Capacity Database (CACD)

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.

http://www.ead.eurocontrol.int/





Page 47 of 57

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.





Page 48 of 57

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





Page 49 of 57

operational procedures for aeronautical information services and aeronautical information management.

19. EASA, ‘Prototype’ Commission Regulation on Unmanned Aircraft Operations, 22/08/2016.

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.





Page 50 of 57

GLOSSARY

Abbreviation Description

4DPP 4D Trajectory Flight Profile Calculation for planning purposes Service (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

http://www.eurocontrol.int/events/agency-advisory-body-7





Page 51 of 57

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





Page 52 of 57

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





Page 53 of 57

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





Page 54 of 57

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





Page 55 of 57

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





Page 56 of 57

TERMINOLOGY

Authorised Data Data coming from an Authorised Source 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.

B2B Services 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.

B2C

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.

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





Page 57 of 57

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 Chain

Upstream data chain, is a term used to refer to 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.