2026 Agenda

Global Navigation Satellite System (GNSS) interference has moved from a sporadic anomaly to a systemic operational risk for global aviation. The International Civil Aviation Organization (ICAO), International Air Transport Association (IATA), International Federation of Air Line Pilots’ Associations (IFALPA), European Union Aviation Safety Agency (EASA) and EUROCONTROL (European Organisation for the Safety of Air Navigation) now identify GNSS disruption as a top-tier safety and resilience concern. Industry analysis, such as that published by OPSGROUP (International Flight Operations organisation), reports a multi-fold increases in aviation GNSS interference events since 2022. In several regions, aircraft experience GNSS degradation, corruption, or complete loss on a near-daily basis, affecting en-route, terminal, and airport surface operations.

Airlines and Air Navigation Service Providers (ANSPs) report frequent loss of Required Navigation Performance (RNP) capability, intermittent or complete loss of GNSS-based surveillance, increased flight crew workload, and reduced operational predictability, particularly during periods of elevated geopolitical tension. OPSGROUP and other industry analyses also highlight that many events remain under-reported or inconsistently classified, limiting the ability of regulators, ANSPs, and operators to assess true exposure, trend severity, or justify mitigations. Airports, heliports, and emerging drone and Advanced Air Mobility (AAM) operations face an even greater challenge, with increasing dependence on GNSS-based procedures and little or no continuous radio-frequency spectrum monitoring.

This presentation demonstrates how CGI addresses this gap through a global network of hundreds of continuously operating GNSS monitoring sensors, delivering persistent, aircraft-independent measurement of interference strength, duration, frequency, and geographic extent using CGI SignalSense. Unlike pilot reports or aircraft-only data, SignalSense provides 24/7 situational awareness, including when aircraft are not flying, enabling objective severity scoring, trend analysis, and historical evidence aligned with ICAO Annex 10 (Aeronautical Telecommunications), Performance-Based Navigation (PBN) guidance, and resilient Positioning, Navigation and Timing (PNT) frameworks. CGI SignalSense therefore provides enhanced situational awareness beyond conventional Automatic Dependent Surveillance–Broadcast (ADS-B) monitoring maps as performance is provided in locations where aircraft are not flying and can attribute the source to suitable accuracy inform international response to sustained jamming or spoofing impacting the Aerospace sector.

The session also introduces a CGI Android-based GNSS interference detection application designed for airline or airport use. Deployed on commercial off-the-shelf mobile devices which can be carried on board, the application passively detects and characterises GNSS jamming and spoofing effects experienced by the aircraft, providing time-stamped, indications of disruption. When correlated with fixed point SignalSense monitoring, this aircraft-side evidence helps airlines and ANSPs distinguish localised cockpit effects from wider-area interference, improving event classification, operational awareness, and post-event analysis, without interfacing with certified avionics.

CGI will further outline how objective monitoring data supports earlier pilot warning and decision-making, as well as resilient navigation strategies. This includes the safe and informed use of emerging alternative navigation (Alt-Nav) methods, such as visual-based navigation / terrain feature map matching, inertial augmentation, and emerging Low Earth Orbit (LEO)-based PNT services, by clearly characterising when GNSS is degraded, denied, or unreliable.

Attendees will see how this data:

• Complements pilot reports and crew observations with objective, aircraft-independent and aircraft-side GNSS interference evidence
• Combines fixed monitoring networks and mobile detection tools to improve event detection, classification, and operational confidence
• Supports ANSP tactical and strategic decision-making, including procedure design, contingency planning, and managed degradation of PBN operations
• Informs airline operational risk assessments, Operations Control Centre (OCC) decision-making, route planning, and crew guidance during GNSS disruption
• Provides objective inputs to support the adoption of alternative navigation methods by defining when GNSS-based navigation can no longer be relied upon and when validated alternatives may be appropriate
• Integrates with Electronic Flight Bag (EFB) and OCC workflows, enabling consistent situational awareness across flight crews, dispatch, and operations
• Can be deployed at airports, heliports, and drone ports to strengthen crewed and uncrewed aviation operations in GNSS-degraded environments

Why attend:
This session positions GNSS interference monitoring not as a technical curiosity, but as a foundational resilience aerospace capability, providing the evidence needed to manage GNSS disruption, enable alternative navigation methods responsibly, and transform fragmented reports into actionable intelligence and operational continuity.