Initial ground-ground interoperability

Release: 
5
Status: 
In the pipeline

Today, when an aircraft leaves one national airspace and enters another, the adjacent centres exchange a basic or minimum set of flight information through an on-line data interchange mechanism known as OLDI. Centres further downstream however, do not get access to this information straight away and must rely on the originally filed flight plan in order to organise their airspace. To address this, SESAR is developing Europe’s first system for continuous exchange of flight information between all actors managing an aircraft at all stages of its journey.

Benefits

-A key enabler for delivering interoperability across all of Europe and enhancing overall network performance and capacity

Other related solutions to Initial ground-ground interoperability

Europe’s vision to achieve high-performing aviation by 2035 builds on the idea of trajectory-based operations – meaning that aircraft can fly their preferred trajectory while minimising constraints due to airspace and service configurations.

Today, when an aircraft leaves one national airspace and enters another, the adjacent centres exchange a basic or minimum set of flight information through an on-line data interchange mechanism known as OLDI.

The current pre-flight briefing for the pilot includes pages of information, called notice to airmen (NOTAM), recent weather reports and forecasts (MET), which have to be integrated into a consolidated operational picture.

SESAR is introducing a new approach to sharing information, called system-wide information management (SWIM).

Meteorological information is currently available in several message formats and also in the form of maps or charts and plain text.

Air navigation service providers use aircraft flight plan data to plan and schedule air traffic in order to balance airspace supply and demand.

The airborne collision avoidance system (ACAS) provides resolution advisories (RAs) to pilots in order to avoid collisions. Controllers rely on pilots to report RAs by radio as they occur in accordance with ICAO regulations.

This solution consists of an enhanced TCAS capability, adding passive surveillance methods and reducing the need for active Mode-S interrogations.

The aeronautical mobile airport communication system (AeroMACS) offers a solution to offload the saturated VHF datalink communications in the airport environment and support new services.

The Iris Precursor offers a viable option for air traffic services (ATS) datalink using existing satellite technology systems to support initial four-dimensional (i4D) datalink capability.

Today, civil aircraft are typically fitted with several radios. This is standalone equipment, which is not only costly but also adds to the weight and the energy consumption of the aircraft.

The SESAR solution consists of the ADS-B ground station and the surveillance data processing and distribution (SDPD) functionality. The solution also offers mitigation techniques against deliberate spoofing of the ground system by outside agents.

By allowing the use of ADS-B data that has been validated against data derived in parallel by a WAM system, the system can help to reduce the number of interrogations and number of replies and therefore reduce the 1030/1090 MHz radio frequency (RF

The initial trajectory information sharing solution is based on the aircraft downlinking trajectory information directly from the FMS to the ground systems via an updated standard for the automatic dependent surveillance contract (ADS-C) that is u