eurocontrol_eatmp communication strategy-vol 2-technical description_2006

EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

EUROCONTROL

EUROPEAN AIR TRAFFIC MANAGEMENT PROGRAMME

EATMP COMMUNICATIONS STRATEGY - VOLUME 2 –

TECHNICAL DESCRIPTION

Edition Number : 6.0 Edition Date : 5 January 2006 Status : Proposed Issue Intended for : EATMP Stakeholders

EATMP COMMUNICATIONS STRATEGY - VOLUME 2 – TECHNICAL DESCRIPTION

Page ii Proposed Issue Edition Number: 6.0

DOCUMENT CHARACTERISTICS

TITLE


EATMP Infocentre Reference: 06/01/13-02

Document Identifier Edition Number: 6.0 ECS_V2_E6.0 Edition Date: 5 January

2006 Abstract

This document is the 3rd revision to the EATMP COM Strategy, as developed in the COM Strategy Task Force meetings.

Keywords VDL QSIG Network Management Mode-S ATN 8.33 kHz AMHS CIDIN Voice/Data Integration Datalink Communications Strategy EATM ATM

Contact Person(s) Tel Unit D. Van Roosbroek 93471 DAS/CSM

STATUS, AUDIENCE AND ACCESSIBILITY Status Intended for Accessible via

Working Draft General Public Intranet Draft EATMP Stakeholders Extranet Proposed Issue Restricted Audience Internet (www.eurocontrol.int) Released Issue Printed & electronic copies of the document can be obtained from

the EATMP Infocentre (see page iii)

ELECTRONIC SOURCE Path: P:\EATM\DAS\BD_CSM\CMU\COM_DOMAIN\STRATEGY\THIRD_REVISION

Host System Software Size Windows_NT Microsoft Word 10.0 1810 Kb


Edition Number: 6.0 Proposed Issue Page iv

DOCUMENT CHANGE RECORD

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

EDITION NUMBER

EDITION DATE

INFOCENTRE REFERENCE REASON FOR CHANGE PAGES

AFFECTED

2.3 16-11-98 Endorsed by ECG Cover pages

2.4 31-05-00 Editorial updates in preparation for strategy revision in 2000. Most

2.4a 05-07-00 Updates from A/G subgroup (P Renaud) and Ground (C Leclerc) incorporated, also RASA17 agreed items

Most

2.4b 12-07-00 Updated after editors meeting, 7th July

2.4c 19-07-00 Interim version for checking

2.4d 27-07-00 Updated after internal discussions in EUROCONTROL and comments from P Renaud

2.4e 16-08-00 Interim version for checking

2.4f 18-08-00 Version for distribution to RASA18 and SCS

2.4g 30-08-00 Section 7 updated for RASA Section 7 only

2.4h 13-09-00 Update after RASA18 – proof-reading version Most

3.0 18-09-00 Clean version for circulation to COM Team Most

3.1 18-10-00 Comments included as received at COMT-19 Several

3.2 31-01-01 Comments included as received after COMT-19 Several

4.0 21-02-01 Comments included as received at COMT-20 Several

4.1 draft 31-12-02

First update for 2003 revision (to be version 5.0), based on TF and project manager inputs

All

4.2 13-01-03 Version for distribution to Strategy Task Force after internal review All

4.3 21-03-03 Revised after TF21 for final review by Strategy Task Force All


Edition Number: 6.0 Proposed Issue Page v

EDITION NUMBER

EDITION DATE

INFOCENTRE REFERENCE REASON FOR CHANGE PAGES

AFFECTED

4.4 28-03-03 Revised after internal review Several

4.5 31-03-03 Revised after internal review Fig 1, 4.3.1.3

4.6 23-05-03 Revised after TF22 discussions. See separate change list See list

4.7 26-05-03 Revised after internal review 5.1

5.0 25-08-03 Minor editorial after COM Team approval – change bars removed. Removal of link to the common document

Various

5.1 20-05-05 First draft of 3rd revision, for review in STF May 2005 All

5.2 30-05-05 After review at STF meeting All

5.3 22-07-05 Incorporates feedback from COM Team on PENS, and tidy up of section 7 Various

5.4 28-09-05 Version after final review in STF meeting, September 2005 Various

6.0 05-01-06 Published Version of 3rd revision Version Numbers


Edition Number: 6.0 Proposed Issue Page vi

CONTENTS

About this Document................................................................................................ 1 1.1 Purpose of the Document ........................................................................................................ 1 1.2 Audience .................................................................................................................................. 1 1.3 Structure of the document........................................................................................................ 1

2. Introduction ........................................................................................................ 2 2.1 Why have a strategy?............................................................................................................... 2 2.2 Scope of this document............................................................................................................ 3 2.3 Background .............................................................................................................................. 4

2.3.1 Policy ................................................................................................................................ 4

2.3.2 Trends............................................................................................................................... 4

2.3.3 Intent and Usage .............................................................................................................. 5

3. Overview of the communications strategy ...................................................... 6 3.1 Objectives................................................................................................................................. 6 3.2 Operational Improvements....................................................................................................... 7 3.3 Technical Improvements .......................................................................................................... 7 3.4 Components ............................................................................................................................. 8 3.5 Timescales ............................................................................................................................... 8 3.6 Users of the strategy .............................................................................................................. 11

3.6.1 Airspace users................................................................................................................ 11

3.6.2 Air Navigation Service providers (ANSPs) ..................................................................... 11

3.6.3 Airports ........................................................................................................................... 11

3.6.4 Communication Service providers.................................................................................. 11

3.7 Context ................................................................................................................................... 11

3.7.1 Relationship to other strategies...................................................................................... 11

3.7.2 The Communications Context ........................................................................................ 12

4. Requirements ................................................................................................... 13 4.1 Introduction............................................................................................................................. 13


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4.2 Airspace User Services.......................................................................................................... 14 4.3 Requirements of the ATM communications domain .............................................................. 15

4.3.1 ATS communications...................................................................................................... 15

4.3.2 Air Space Management .................................................................................................. 16

4.3.3 Air Traffic Flow Management.......................................................................................... 17

4.4 Navigation communications requirements ............................................................................. 17 4.5 Flight Planning services requirements ................................................................................... 17

4.5.1 Aeronautical Meteorological Information Service........................................................... 17

4.5.2 Aeronautical Information Services (AIS) ........................................................................ 17

4.6 Airport Services ...................................................................................................................... 17 4.7 Auxiliary services communications requirements .................................................................. 18 4.8 Search and Rescue (SAR)..................................................................................................... 18 4.9 Other Communications Requirements ................................................................................... 18

4.9.1 Surveillance communications requirements................................................................... 18

4.9.2 AOC, AAC and APC ....................................................................................................... 18

4.9.3 CIVIL/Military Co-ordination............................................................................................ 19

4.9.4 Communications Security............................................................................................... 19

4.9.5 Contingency Concepts ................................................................................................... 19

4.9.6 Required Communication Performance (RCP) .............................................................. 19

4.9.7 OATA.............................................................................................................................. 19

5. Opportunities and Constraints........................................................................ 19 5.1 Business Environment............................................................................................................ 20

5.1.1 European Union Legislation ........................................................................................... 20

5.1.2 Air Traffic Service Providers ........................................................................................... 21

5.1.3 Airspace Users ............................................................................................................... 22

5.1.4 Airports ........................................................................................................................... 22

5.2 Institutional Issues.................................................................................................................. 22 5.3 Technology............................................................................................................................. 23 5.4 Standardisation and regulation aspects ................................................................................. 25 5.5 Commercial Network Operators............................................................................................. 26

5.5.1 Public Telecommunications Operators (TELCOs) strategy ........................................... 26

5.5.2 Passenger Communication Service providers ............................................................... 26


Edition Number: 6.0 Proposed Issue Page viii

5.5.3 Impact of liberalisation and competition ......................................................................... 26

5.5.4 Specific “Aeronautical” Service Providers ...................................................................... 26

5.5.5 Implications for the ANSPs and other users................................................................... 26

5.6 Civil-Military Interoperability ................................................................................................... 27

6. Communications Services............................................................................... 27 6.1 Introduction............................................................................................................................. 27 6.2 Data communication services ................................................................................................ 29

6.2.1 General ........................................................................................................................... 29

6.2.2 Air-ground data communication services ....................................................................... 30

6.2.3 Programmes ................................................................................................................... 30

6.2.4 Transition and coexistence............................................................................................. 31

6.2.5 Future services ............................................................................................................... 31

6.2.6 Air-air data communication services .............................................................................. 31

6.2.7 Ground mobile data communication services ................................................................ 32

6.2.8 Ground-ground (fixed) data communication services .................................................... 32

6.2.9 Means to achieve data communication services............................................................ 35

6.3 Voice communication services............................................................................................... 36

6.3.1 General ........................................................................................................................... 36

6.3.2 Air-ground voice communication services...................................................................... 37

6.3.3 Air-air voice communication ........................................................................................... 37

6.3.4 Ground mobile voice communication ............................................................................. 37

6.3.5 Ground-ground voice communication services .............................................................. 38

6.3.6 Means to achieve voice communication services .......................................................... 38

6.4 Pan European Fixed Network Service (PENS)...................................................................... 39

6.4.1 General ........................................................................................................................... 39

6.4.2 Data Network services.................................................................................................... 39

6.4.3 Voice fixed network services .......................................................................................... 40

6.4.4 Switching Fabric ............................................................................................................. 41

6.4.5 Bearer Circuits ................................................................................................................ 42

6.4.6 Management of the PENS.............................................................................................. 42


Edition Number: 6.0 Proposed Issue Page ix

6.4.7 Means to achieve the PENS........................................................................................... 42

6.5 Mobile Network Services (MNS) ............................................................................................ 43

6.5.1 General ........................................................................................................................... 43

6.5.2 VHF Frequency Management ........................................................................................ 43

6.5.3 “New technology” mobile communications links............................................................. 44

6.5.4 Data mobile services ...................................................................................................... 45

6.5.5 Phased introduction of voice mobile services ................................................................ 47

6.5.6 Means to achieve the MNS ............................................................................................ 47

6.6 System-wide issues................................................................................................................ 48

6.6.1 Introduction to system-wide considerations ................................................................... 48

6.6.2 The use of COTS products............................................................................................. 48

6.6.3 Safety Management ....................................................................................................... 49

6.6.4 Radio Spectrum Resources............................................................................................ 50

6.6.5 The ATN ......................................................................................................................... 50

6.6.6 End to end voice communication ................................................................................... 51

6.6.7 Systems Management, Directory Service and Security ................................................. 53

6.6.8 Systems Engineering...................................................................................................... 54

6.6.9 Means to achieve the system wide objectives ............................................................... 58

7. List of Strategy Elements ................................................................................ 59 7.1 Elements from Section 6 ........................................................................................................ 59 7.2 Other elements of the strategy............................................................................................... 65

8. Maintenance of the Strategy............................................................................ 67

9. Appendix A – Glossary .................................................................................... 68

10. Appendix B – References ................................................................................ 81


Edition Number: 6.0 Proposed Issue Page x

INDEX OF DIAGRAMS AND ILLUSTRATIONS

Figure 1 Communication Strategy Timescales ...........................................................................10 Figure 2 Relationship to other strategies ....................................................................................12 Figure 3 Context Diagram...........................................................................................................13 Figure 4 Communications Strategy Positioning ..........................................................................14 Figure 5 EATMS Taxonomy for Airspace User Services ............................................................15 Figure 6 The COM domain .........................................................................................................29 Figure 7 Air-ground data services...............................................................................................30 Figure 8 Information Distribution Deployment.............................................................................34 Figure 9 Voice network service time-table ..................................................................................40 Figure 10 Timescales for the switching fabric.............................................................................41 Figure 11 Mobile Network Services deployment.........................................................................45 Figure 12 Coexistence of Safety-critical and Non-safety-critical communications......................51 Figure 13 Possible Scenarios for end-to-end voice connections ................................................52


Page 1 Proposed Issue Edition Number: 6.0

ABOUT THIS DOCUMENT

This section describes the purpose of the document, the audience and the structure.

1.1 Purpose of the Document

This communications strategy represents the view of the EATMP Communication Team concerning the communication services, which should be provided in the short, medium and long term future in order to support the requirements of Air Traffic Management. It describes available and potential infrastructures by means of which such communication services can be provided, identifies a preferred solutions and a road map towards the implementation.

It is related to the EUROCONTROL ATM strategy for the years 2000+, to other European strategies for Air Navigation Services, and to the CNS/ATM overall architecture.

1.2 Audience

As a statement of strategy, this document is aimed at a wide audience, including:

• Airspace users

• Regulatory authorities

• The airport community

• Communications, Navigation and Surveillance / Air Traffic Management (CNS/ATM) service providers (ANSPs)

• The support industry

Its impact is on a strategic level and therefore it will be of most use for management that influences and defines policies and gives directives and guidance for future developments.

1.3 Structure of the document

The strategy is presented in two volumes:

• Volume 1: Communications Strategy (Management Overview) It provides an overview, from a business perspective, of the business drivers, guiding principles, technical approach and timescales of the strategy.

• Volume 2: Communications Strategy (Technical Description) It provides a greater level of detail of requirements, opportunities and constraints, and the technical implications of the strategy, together with a glossary of terms.

The structure of Volume 2 is as below:

About this Document: This section describes the purpose of the document, the audience and the structure.

Introduction: This section provides the context necessary to understand the contents of the strategy.

Overview of the communications strategy: This section describes the objectives, based on business drivers, the components and timescales of the strategy.


Edition Number: 6.0 Proposed Issue Page 2

Requirements: This section describes the operational requirements of the different communications users on the basis of which the communication services will be defined.

Opportunities and Constraints: This section describes the issues, which influence (either as constraints or as new possible solutions) the definition of the communication services and their implementation, e.g. institutional issues, technology trends.

Communications Services: This section describes the communication services and the supporting network services which should be provided in the near, medium and long term future in order to support the requirements of Air Traffic Management.

List of Strategy Elements: This section provides an overall road map towards the implementation of the communication services and infrastructure and the policies which guide it.

Maintenance of the Strategy: This section defines the procedure which ensures that during its lifetime the strategy is updated to take account of technology trends, the changing requirements and policies and the results of cost/benefit studies which narrow down the options.

Appendices: These provide additional background information, specifically a glossary of terms to aid understanding, and a list of reference documents which were used during the development of the strategy.

2. INTRODUCTION

This section provides the context necessary to understand the contents of the strategy.

2.1 Why have a strategy?

The EUROCONTROL ATM 2000+ Strategy describes in high level terms the objectives and change steps to realise a Uniform European ATM System. It needs to be supplemented by more specific strategies detailing the overall strategy for the main aspects of the air navigation systems. When proposed steps are mature enough, they are converted into Implementation Objectives within the European Convergence and Implementation Plan (ECIP). In turn, programmes within EATMP can be launched to perform the activities of common interest necessary to achieve the objectives. Embedded in the notion of convergence and integration, and underpinning the current work programme, is the need to ensure cross-system consistency and interoperability between systems, so that to the users the air traffic management systems as a whole appear as a single, seamless entity.

Looking beyond the current development horizon, towards the “Single European Sky” and the realisation of a uniform European ATM system, what is apparent is the central role of communications. The majority of the new operational concepts and underlying applications that will be introduced to fulfil these concepts will be dependent upon improved or more advanced communications to deliver timely and accurate information to a broader audience.

The EATMP Communications Strategy (COM Strategy) facilitates planning ahead for the introduction of new services and infrastructure elements, together with the corresponding required evolution of new procedures. The strategy identifies not only what is already mature and stable enough to be part of the future picture, but also where options still exist that cannot be resolved because of too many uncertainties, and where there is a need for study activities to address the issues. The strategy comprises the set of actions to deal with these aspects and to deliver, in a timely fashion, the required services within a gate-to-gate approach.

The communications strategy identifies:



1. The communications services and infrastructure elements that are, or will be needed to support the business goals,

2. The need for policies to enable the communications services to provide that support,

3. The timescale and major milestones between the current baseline support and the goal,

4. The need for decision criteria or thresholds that will be necessary to determine changes to the communications services provided, (which may vary by reference level and geography),

5. The Transitions which will need to take place.

The strategy determines the route by which the goal or set of goals are to be achieved. It also describes the goals themselves. It should be used by the intended audience to set direction and goals for air traffic management communications.

The driving force of the communications strategy is twofold:

• the deployment of new applications and services in support of the implementation of the operational improvements required to deliver better performance of ATM;

• the progressive harmonisation and integration of existing systems to improve the intrinsic efficiency of communications through state-of-the art solutions.

The communications requirements are increasing in complexity. An analysis of application trends carried out as a preparatory exercise for the communications strategy indicates a trend beyond the current need for simple connectivity between the national systems to one of distributed services requiring the provision of managed networks to support the distribution of applications and data across national boundaries or service provider/stakeholder limits of responsibility.

The strategy should also support the services and infrastructure elements required to enable the exchange of information between civil and military organizations and units that are essential for civil-military coordination. This objective can only be achieved if civil and military systems are compatible or interoperable.

The closer integration of air and ground systems, with the exchange of information through datalinks is adding a new airborne dimension to the requirement. New concepts such as the gate to gate perspective are extending the scope of the communications systems to accommodate ground based mobile components. This in turn is leading to an increase in the need for the transfer of real-time information, as airport, airline operators, approach and en-route systems must now all be seamlessly involved in data exchange.

Likewise, closer integration of mobile and fixed voice communications services is placing increased emphasis on the need for seamless end-to-end voice services across diverse network technologies.

In the air transportation industry the user requires a strategy in order to make incremental changes aligned to the implementation of enhanced or new applications or services. These must show demonstrable economic benefit and provide a clear direction towards the goals to the EATMP programme.

2.2 Scope of this document

This document describes the EATMP Communication Strategy for the provision of communication services relevant to EATMP, including Gate-to-Gate, in the time period from the present day until 2020. It addresses end-to-end (application to application and/or human to human) communications services and the underlying infrastructure (technology) for both voice and data. It covers:

• The geographic area covered by the ECAC Area FIRs;



• The aviation stakeholders (airspace users, ATS providers, airports, communication service providers, see section 3.6);

• Operational and Administrative communications traffic.1

The scope includes the economic aspects of communications service provision, but NOT the analysis of the costs/benefits of user applications, which may utilise the communications services.

2.3 Background

2.3.1 Policy

The communication strategy described in this document supports the realisation of the EUROCONTROL ATM strategy for the years 2000+. The communication strategy has been developed within a gate-to-gate context.

2.3.2 Trends

Telecommunications in the air navigation services comprise ground/ground (G/G), air/ground (A/G) and air/air (A/A) voice and data communications. Point-to-point connections, broadcast communications, local area networks (LAN) and wide area networks (WAN) are used. The majority of links are used for voice transmission.

The trend in aeronautical communications is towards digital networking, the wider use of data rather than voice, automatic message handling and data compression to improve bandwidth utilisation. The ATM development plans and the supporting R&D in general envisage the progressive transition of a number of ATS/ATM voice messages to data messages. The rate of transition and the order of the transition is not yet clear: however, if the experience of other industries is repeated, the communications strategy will have to recognise that the scope and the number of applications wishing to use a data-communications system will expand rapidly as the quality of the service is improved and it attains a wide-spread recognition of its capability.

The increasing demands for harmonisation and integration, coupled with economic pressures will change the role of communications from a peripheral to a central component of the overall strategy.

Future communications in Air Traffic Services (ATS) will be characterised by:

• increased need for communications capacity,

• increased need for security measures to protect communications against attack and cyber crime,

• high level of interoperability between civil and military systems,

• the development of air/ground data communications, interconnected to the ground networks to deliver end to end services,

• incorporation of mass market COTS products and services,

• a higher, defined and measurable, Quality of Service using digital technology,

1 The administrative communication may be taken into account on a cost-benefit basis when planning an integrated communications solution, provided that the ATM Quality of Service requirements will be achieved by the solution. Administrative communications are not part of the EATMP objectives.



• increased international data traffic, requiring the interconnection of networks between ANSPs,

• the end to end management of communications services to achieve a user perception of a single integrated transmission system,

• the establishment of new cross border relationships and institutional arrangements,

• the search for a better return on communications investment,

• a greater degree of cohesion between country communications service planning,

• improved flexibility to support new types of applications – the ability to increase capacity of communications services on demand,

• improved use of existing RF spectrum,

• air to air data communications

2.3.3 Intent and Usage

In order to achieve greater flexibility and capacity across Europe, the EATMP programme is geared to the harmonisation and integration of systems. As the communications strategy must be driven by user requirements, an analysis of the new concepts and applications that are being developed as part of this programme was undertaken. This has demonstrated that:

• the strategy must define new interoperable communications services derived from these operational concepts and/or business requirements.

• one of the key enablers for the new services is the provision of more effective communications components for both terrestrial and airborne systems,

• new communications capabilities can create the opportunity for the emergence of new operating concepts.

The development of the COM Strategy has been influenced, in terms of opportunities as well as constraints, by many factors, including: institutional issues, global interoperability, differences between states, technology opportunities, transition issues, business considerations etc. It is recognised that communications should be treated from an overall system viewpoint, rather than as a collection of independent air-ground and ground-ground components.

The COM Strategy foresees that there must be an evolution of the existing communications infrastructure, in order to support the new requirements emerging from future ATM concepts. The COM Strategy describes the main actions required to support this evolution.

It is intended that the strategy will be used by the aeronautical community and industry for planning transition and migration towards the identified strategic communications solutions.

The Agency and the COM Team will use this document as the basis for developing proposals for implementation objectives and the work programme. ANSPs will use it for the development of national strategies and implementation plans.

The aviation community will use the COM strategy to provide justified plans for defending the COM frequency bands and to guarantee their exclusive use.



3. OVERVIEW OF THE COMMUNICATIONS STRATEGY

This section describes the objectives, based on business drivers, the components and timescales of the strategy.

3.1 Objectives

The business drivers for the COM Strategy correspond to the major strategic objectives identified in the EUROCONTROL ATM strategy for the years 2000+, namely:

1. Safety - to deploy in a timely manner communications services and infrastructure which are reliable, secure and consistent with the new functionality required to support the operating concepts which are necessary to achieve the overall safety targets.

2. Security – to adopt communications techniques in support of new mechanisms and procedures to enhance the response of ATM to security threats and events affecting flights or the ATM itself.

3. Economy (Cost Effectiveness) - to adopt communications techniques that reflect the best business practices and utilise appropriate technical solutions for best use of resources. (Business efficiency and airline competitiveness makes it essential that services are provided in the most economic manner.)

4. Capacity - to improve use of communications resources and support operational improvements and new operating concepts which are dependent on increased use of data, and interoperability between distributed systems components.

5. National Security and Defence Requirements - to improve the effectiveness of existing, and determine new, mechanisms, criteria and structures to enhance civil-military cooperation and coordination..

6. Environment - to provide better communications as an enabler to improved flight planning, thereby achieving environmental benefits through improved flight effectiveness.

7. Human involvement and commitment - "To ensure human involvement and commitment to support the change to future ATM so that operational, technical and support staff can operate effectively, efficiently and safely within their capabilities and obtain challenge and job satisfaction."

8. Uniformity - to ensure that common standards are adopted and implemented globally for aeronautical communications, and to continue the harmonisation and integration of the communications infrastructure throughout the ECAC area.

9. Service Quality - "To foster, promote and enhance the use of ISO9000 or similar recognised quality standards in the provision of gate-to-gate ATM services."

The primary objective of the COM Strategy is therefore to provide the framework for the development of a safe, efficient and cost-effective set of interoperable communications solutions which support, in a globally compatible manner and with due regard for backward compatibility, the evolution of European Air Traffic Management (ATM) and other identified air navigation services for the ECAC area to the year 2020. Improved communications solutions are seen as enabler for the operational improvements necessary to meet the performance targets derived in accordance with the Strategic Performance Framework.

The strategy also recognises that co-ordination will be necessary with external bodies (EU, ICAO, FAA, EASA, JAA etc.).



3.2 Operational Improvements

The following operational improvements or sets thereof, which have a communications dependency, are identified in the EUROCONTROL ATM Strategy for the years 2000+.

• Airspace Structure Optimisation and FUA

• Free Routes

• ATFM

• Automation of tasks

• Redistribution of Control Tasks

• Transfer of Separation Responsibilities

• Air/ground Co-operation

• Sequencing and Metering

• Surface Management

• Airport Capacity Management

• All Weather Operations

• Collaborative Decision Making applications

• System-Wide Information Management applications

The main enablers identified so far to support these improvements are:

• 8.33kHz spacing

• Air/ground data communications infrastructure

• Ground data and voice communications infrastructure

• Extended interconnection of computer systems (AOC, Airports, ATM)

• Data exchange with external areas

• CPDLC and ADS (for downlink a/c parameters)

• ADS-B

• Airport datalink systems

3.3 Technical Improvements

In addition, the following technical improvements driven by technology evolution in the communications and informatics environment will deliver benefits in terms of reduced costs and/or increased quality and/or continuing availability of communications:

• Common IP digital infrastructure (PENS)

• Common ground message passing infrastructure (AMHS in PENS)

• Voice interconnection based on ISDN QSIG (PENS)

• Voice over IP (PENS)

• Distributed Systems Network Management (PENS, System-wide)

• New/emerging technology for mobile communications (Mobile Network Services)



• Defence and management of the aeronautical communications radio spectrum (System-wide)

• Use of Commercial Off-the-shelf technology and services (System-wide)

• Co-ordinated architectural and systems engineering approach to the design of communications services (System-wide)

• Maintenance and improvement of security mechanisms to protect aeronautical communications. (System-wide)

3.4 Components

The communication strategy addresses communication services, subdivided into:

• Data communications services, providing end-to-end connectivity (application to application) and broadcast capability for air-ground, air-air, and ground-ground application purposes between ANSPs, aircraft, airlines, airports and external organisations e.g. military.

• Voice communications services, providing the end-to-end and broadcast voice capability for air-ground, air-air and ground-ground purposes between ANSPs, aircraft, airlines, airports and external organisations e.g. military, using terrestrial and/or wireless technology

and the supporting network services, subdivided into:

• The Pan-European Fixed Network Services, (PENS) providing the international ground telecommunications infrastructure by the interconnection of national infrastructures, including connections to airlines, airports and external organisations, for voice and for data.

• The Mobile Network Services, (MNS) providing the communications means between mobiles (aircraft or vehicles) and between mobiles and ground elements, for data and voice over wireless links (radio, satellite and other), including network systems management.

The scope and nature of these are described in section 6 of this document.

3.5 Timescales

The purpose of the strategy is to define the route by which the goals may ultimately be met. The incremental changes identified by the strategy have been positioned within the time periods considered for practical purposes in the EUROCONTROL ATM strategy for the years 2000+:

• Immediate (2005-2006) and Short term – from 2007 until 2011

The main activities will be the introduction of the new data communications services (based on CNS/ATM-1), and of an integrated ground voice/data international infrastructure, the support and management of interoperable services for flight and radar data processing, the introduction of the ATN internet for air/ground communication, and the introduction and support of ground/mobile services.

• Medium term – from 2012 until 2015

The main activities will be the deployment of enhanced data communications services derived from operational and business requirements, the further integration of air/ground and ground services to provide a seamless distributed communications infrastructure.



• Long term – from 2016 until 2020

The main activities will be the enhancement of data communications services towards usage for more safety-critical exchanges in support of new operating concepts that focus on greater flexibility in the use of airspace, and the introduction new of air/ground communications technology to improve spectrum utilisation.


Page 10 Proposed Issue Edition Number: 6.0

Figure 1 Communication Strategy Timescales

= Start of operational use. = Provisional, dependent on feasibility and CBA.

Short

25kHz DSB AM

OLDI, ASTERIX (G/G)

Information Distributionover AFTN, AMHS

End-to End Data Services

End-to End Voice Services

Mobile NetworkServices

Pan- European (Fixed) Network Services

R/T (4444) cfr Note

VCS / ISDN

Baseline 2005

Asynch TransferMode, TDM

MFC/R2, ISDN, QSIG

2007

8.33kHz DSB AM

Medium

LINK 2000+ Services

Msg. Apps. over AMHS

Safety Critical Datalink Services

Conferencing

Enhanced / selective call & digital voice

Voice over IP (SIP-based services)

Extended 8.33kHz Enhanced A/G (New Systems)

International AMHS New data storage, access and Distribution services

High QoS IP network services

Seamless Network Systems ManagementFrame Relay X.25

2020

QSIG

Note : Doc 4444 - ATM/501 Procedures for Air Navigation Services - Air Traffic Management 14th Edition 2001

ACARS (data),VDL 2

ACARS (A/G), Early DLA’s

Long2011 2015

CASCADE Stream 1 services

CASCADE Stream 2 services

FMTP



3.6 Users of the strategy

The aeronautical community encompasses a wide range of user groups, service providers and infrastructure manufacturers, each of which has its specific needs and expectations. The diverse and sometimes conflicting interests will mean that there may be no best solution but that trade-offs have to be accepted.

Common to all of them is the expectation that the strategy allows for common procedures applied uniformly throughout the ECAC airspace to support seamless Air Traffic Services and for interoperability based on minimum global equipage standards and ability to cope with varying aircraft capabilities.

3.6.1 Airspace users

Airlines, general aviation, military organisations. They expect that the strategy leads to a well defined process of communication service provision which take into account the considerable investment, the long planning lead times, the cost of retrofits, short times for return of benefit, competitive communication market and coexistence of civil and military procedures.

3.6.2 Air Navigation Service providers (ANSPs)

States, public and private organisations, military organisations which provide the Air Traffic services. They expect that the strategy enables increased ANSP productivity and improved safety in the face of expected demand.

3.6.3 Airports

Within the framework of the implementation of enhanced and Integrated Tower Systems (ITS), all major airports will be equipped with an extensive information system. Communication with mobile ground entities is important, and additional interfaces based on new technologies will add to the complexity of this domain.

3.6.4 Communication Service providers

Organisations whose business relates to the provision of aeronautical communications services. They expect that the strategy allows them to guide their research and development activities so as to be able to provide the appropriate services when they are required.

3.7 Context

3.7.1 Relationship to other strategies

The Communications Strategy is one of a number of strategies being developed in support of air navigation services in the ECAC area. Figure 2 illustrates the relationship of this strategy to other strategies, including the EUROCONTROL ATM Strategy for the years 2000+, the European Convergence and Implementation Programme (ECIP) objectives and the EUROCONTROL work programme, and to the Overall CNS/ATM Architecture.



3.7.2 The Communications Context

The communications context maps closely to the services context defined in the EATMS Context and Scope Document (CSD). The most significant change from the viewpoint of provision of communication services is the extension of the current CNS/ATM context to Gate-to-gate. Figure 3 illustrates the context to which this strategy relates, and is referenced in the more detailed text in section 6 of this document.

EUROCONTROL ATM strategy for theyears 2000 +

ECAC ‘90’s

COM StrategySUR Strategy NAV Strategy

ECIP

Objectives

Work

ProgrammeBudget Local

CIPDs

implementation actions

pre-requisites

deliverables

study issuesNationalStrategies

Overall CNS/ATMArchitecture

EUROCONTROL ATM strategy for theyears 2000 +

ECAC ‘90’s

COM StrategySUR Strategy NAV Strategy

ECIP

Objectives

Work

ProgrammeBudget Local

CIPDs

implementation actions

pre-requisites

deliverables

study issuesNationalStrategies

Overall CNS/ATMArchitectureOverall CNS/ATMArchitecture

Figure 2 Relationship to other strategies



INTRA-CENTRE(including ATS/ATM military)

NATIONAL /REGIONAL

REGIONAL

INTER -CENTRE(including ATS/ATM military)

EXTERNAL

AIRBORNE

AIRPORT

GATE TO GATE

MET, SAR, Air Defence, etc.

ATSP CFMU, EAD,CRCO, etc.

INTRA-CENTRE(including ATS/ATM military)

NATIONAL /REGIONAL

REGIONAL

INTER -CENTRE(including ATS/ATM military)

EXTERNAL

AIRBORNE

AIRPORT

GATE TO GATE

MET, SAR, Air Defence, etc.

ATSP CFMU, EAD,CRCO, etc.

Figure 3 Context Diagram

Work has been undertaken within EUROCONTROL to map Operational Improvements to performance requirements (the Strategic Performance Framework document) and to the Enablers. This work will be taken into account by the Communications Domain and the progress on the COM improvements will be monitored against the above.

4. REQUIREMENTS

This section describes the operational requirements of the different communications users on the basis of which the communication services will be defined.

4.1 Introduction

Communications is an enabling service, providing the means by which user requirements for interchange of information are met. Accordingly, the communications strategy has been developed by means of a requirements driven process.

Figure 4 illustrates this process, with the linkage of user requirements through the applications that are defined to fulfil these requirements, to the definition of the non-functional requirements such as performance; quality of service etc., known collectively as required communication performance (RCP) that have been (or are being) defined to meet these requirements. Traceability should also be established to ensure that the communications services provided can be associated directly with an established user need.



CONSTRAINTS/DRIVERS BENEFITS

CONCEPTS

APPLICATIONS

NON-FUNCTIONALREQUIREMENTS

FUNCTIONALREQUIREMENTS

Com

munications Strategy

SERVICES

TRANSPORT

SUB-NETS

Traceability

USER REQUIREMENTS

Surveillance Strategy

Navigation Strategy

HIGH LEVEL STRATEGY

Figure 4 Communications Strategy Positioning

The goal has been to develop a strategy that is a requirements driven, rather than technology lead. The capabilities of current and new technologies are taken into account as part of the constraints and drivers that act upon the strategy

An important principle of the strategy is that requests for higher reliability and integrity of communications should be driven by real need rather than assumptions of the capability of new technology.

4.2 Airspace User Services

The Airspace User Services, as identified in the EATMS Taxonomy of Air Navigation Services, are the drivers for this communications strategy. They are represented in Figure 5 and are summarised below.

• Air Traffic Management, which is further sub-divided into Airborne ATM2, and Air Traffic Services (ATC, FIS, Air Traffic Advisory Services and Alerting Service), Airspace Management and Air Traffic Flow Management,

• Navigation Services, including ground-based and satellite based services,

• Flight Planning, which includes Weather Services and AIS,

• Aerodrome (Airport) services,

• Auxiliary services (Route charges and incident reporting),

• Search and Rescue (SAR).

2 Airborne ATM: Functional capability interfacing with the ground part to attain the general objectives of ATM



Figure 5 EATMS Taxonomy for Airspace User Services

In the ANS Taxonomy, communications is classified as “support services”, which are provided as required to facilitate the delivery of airspace user services.

The following sections identify the requirements drivers for the communications strategy, based on the service decomposition described in the above taxonomy.

4.3 Requirements of the ATM communications domain

ATM requires a mix of high priority, safety-critical but short interchanges between controllers and pilots, and also lower priority, but larger information flows between centres. In the future, the concept of “Collaborative Decision Making” will place increasing emphasis on three-party exchanges, involving airports, airlines and ATM.

4.3.1 ATS communications

4.3.1.1 General The key requirement for the ATS communications domain is to support the overall objectives of European ANSPs in providing air traffic control services to their customers. The central elements of these overall objectives are to improve air traffic management through more effective planning and more efficient airspace management and air traffic control. In order to achieve these objectives, suitable communications services must be provided to the customers. The requirements can be considered as internal to ANSPs (such as ATC



centres) and external (where ANSPs are influenced by external requirements such as from airlines, general aviation and military).

The provision of telecommunications services in accordance with the requested requirements is subject to numerous technological as well as administrative influences. With the increasing complexity of the systems, and the threats from cyber-terrorism, questions relating to system security are gaining in importance. An optimal relation between system security and economic efficiency must be found.

4.3.1.2 Air Traffic Control (ATC) End-to-end voice communications between pilots and controllers, as well as between controllers is central to ATC strategy for the short and medium term. In the longer term, increasing use of datalinks will mean that voice traffic is reduced for routine ATC communications, however, it will remain the primary mechanism for emergency and critical safety related exchanges. The key requirement is for controllers and pilots to have (virtually) immediate access to a voice communications channel when needed for safety communications to or from an aircraft. Similarly, immediate access to a ground voice communication channel is needed between controllers.

Datalink services are seen as a means of reducing controller and pilot workload, thereby increasing efficiency and allowing higher traffic densities. Air-ground and ground-ground data messages flow in both directions and are generally short but time and/or safety critical. Data integrity and prevention of unauthorised modification or message sending are also of high importance.

Co-operative ATC involves delegation of responsibility of maintaining separation to aircrew. The new airspace regime includes Free Route Airspace. These new concepts are imposing new requirements on the communication element, including air-to-air communications.

4.3.1.3 Flight Information Services (FIS) Flight Information Services includes Automated Terminal Information Services (ATIS), and are used for distribution of local environmental information to aircraft. Current systems use voice broadcasts, and will be supported by data communications in the future. Information flows are unidirectional (ground to air), fairly large but repetitive. (The user population changes but the information is fairly long-lived.)

4.3.1.4 Air Traffic Advisory Services and Alerting Service ATC advisory services provide advice and information to assist pilots in the safe conduct of flight. The Alerting Service comes into effect when an aircraft is overdue or missing, and a communications search is initiated to determine when the aircraft last contacted an ATC facility. Future improvements in this area may include using satellite-based or other new communications technologies to provide controllers and search and rescue personnel with aircraft location information and discrete aircraft identification of downed or distressed aircraft.

4.3.2 Air Space Management

ASM communications is exclusively concerned with ground communications. Voice is used today and will continue to be used into the medium term. For data, the exchange of notifications has been identified so far as the only transaction type in ASM communications. Both point-to-point and multicast transfers are required.



4.3.3 Air Traffic Flow Management

Flow management communications is primarily concerned with ground communications except for the future possibility of flight plan and slot allocation messages between aircraft and ATC. Voice is used today and will continue to be used into the medium term. For data, information is exchanged requesting one of the following three service types: file transfer, message exchange, interactive transaction.

The majority of ATFM information is exchanged in a point-to-point mode. Some information is multicast to several ATC centres (mainly concerning flight plan details) and some information is broadcast to all ATFM users (mainly concerning general ATFM measures).

4.4 Navigation communications requirements

GNSS use will require the provision of G/A and G/G communication facilities:

GBAS (Ground Based Augmentation System) will use the VHF navigation band (108-118 MHz) to provide the augmentation information to the aircraft in support of the approach and landing phase. SBAS (Satellite-Based Augmentation System) will require a ground network to interconnect the various systems that constitute the ground segment of the SBAS. The SBAS system currently in development in Europe is EGNOS and a second generation of SBAS based upon GALILEO could appear around 2010.

A GRAS (Ground-based Regional Augmentation System) based on air-ground data link communications is under development by ICAO as a complement to SBAS.

Evolution of the NAV strategy may identify new requirements for the COM domain.

4.5 Flight Planning services requirements

4.5.1 Aeronautical Meteorological Information Service

Aeronautical meteorological services communications includes a distributed communications environment with Aeronautical Meteorological Offices or Meteorological Watch Offices acting as main sources of communications and a larger number of entities acting as recipients.

4.5.2 Aeronautical Information Services (AIS)

The overwhelming majority of AIS communication will flow on the ground in a star-type-like topology throughout Europe. However, the AIS communication service area includes the whole European airspace.

The EAD programme provides a common reference database for AIS data for Europe.

4.6 Airport Services

Airports are required to meet the communications needs of aircraft at parking or gate for airport handling services airlines and ATC. When the aircraft is parked or standing at the gate, it supports intensive exchanges between the crew, the aircraft handling, the flight attendants and the airport services, including ATC. Most of these are handled manually (using media exchange such as floppy discs) or by wire, infrared or VHF. However, due to the imprecise parking arrangements of aircraft, a wireless datalink may provide a better solution for the future.

Emerging concepts, such as CDM, require that ATC, AOC and airport systems are interconnected.



4.7 Auxiliary services communications requirements

These services are of a more administrative nature. In general terms, they imply the “service” of recording and archiving all kinds of operational data, and subsequent retrieval/provision of that data to the organisations dealing with cost recovery (billing) as well as accident/incident investigation. Example usage is for CRCO and Accident Investigation.

4.8 Search and Rescue (SAR)

SAR requires the distribution of flight plan information and/or last radar picture or latest ADS position in respect of overdue flights. This distribution may go outside the aeronautical community, so interworking with non-ANSP communications infrastructures is important. However, the information flows are generally low, so this is not a major driver of the strategy.

4.9 Other Communications Requirements

4.9.1 Surveillance communications requirements

Surveillance is not identified as an airspace user service, but is itself a “supporting service” in the taxonomy. However, it has communications requirements that impact the communications service strategy.

The datalink requirements in the area of surveillance can be divided into ground-based surveillance and non-ground-based (including air-to-air) surveillance. Ground-based communication is already used extensively for radar data distribution. The initial implementation of SSR Mode S in the ECAC area brings requirements for communication as a result of the data connections for the Mode S stations, and the increase in time-critical data communications.

In terms of non-ground-based surveillance technology, contract-based ADS is standardised in ICAO for use over the ATN and broadcast ADS (ADS-B) is based on broadcast data link communications. ADS-B is under investigation as a possible surveillance tool for ECAC, and this may generate new communications requirements.

The ADS-B operational concept needs to be consolidated to address the safety requirements and as a result, the communication requirements.

Surface movement guidance is seen as means of improving both safety and capacity at Airports by the provision of improved ground surveillance and automation of information on surface movement to both the Pilot and Controller. The requirements are for Surveillance; Routing; Guidance and Control services. An Operational Concept has been developed and from this it is evident that there are Communications requirements for both the ground Surveillance systems and for the provision of information delivered via Mobile communications services (Datalink). The requirement is to provide an accurate current situation and ground navigation picture to the Cockpit Traffic Display and to provide incursion and proximity warnings. There is also the intent to provide Situation picture information to the Airport, however the requirement for this is still under development.

Evolution of the SUR strategy may identify new requirements for the COM domain.

4.9.2 AOC, AAC and APC

The growing commercial importance of Aeronautical Operational Control communications, Aeronautical Administrative Communications and Aeronautical Passenger Communications means that EATMP Communications Strategy cannot be evolved in isolation from these needs. Concepts such as Collaborative Decision Making increase the likelihood and



desirability of communication between ANSPs, Airports and Airlines. At worst, these communications requirements may compete for bandwidth with ATM communications; however, there are opportunities to collaborate with the appropriate organisations who are addressing these areas in order to achieve costs savings through common standards, technologies and use of resources.

4.9.3 CIVIL/Military Co-ordination

ATM has to support National Security in respect of the identification of flights entering a State’s national airspace, day-to-day military operations and exercises and, in times of crisis, the ability for military authorities to resume responsibility for ATM. Air safety measures are required at all times and under all circumstances and proper coordination is required to ensure provision of and access to airspace in accordance with military needs. These activities can only be effective through the exchange of both strategic and real-time ATM information between civil and military organizations which reflect specific communications requirements.

4.9.4 Communications Security

Safety-critical communications between ANSPs, and between ANSPs and aircraft, need to be protected from unauthorised interference, including blocking or delay, corruption, modification, masquerade and diversion.

4.9.5 Contingency Concepts

There are also overall requirements for survivability and fallback operation, covered under the heading of “Contingency Concepts”, and for ongoing research and development activities relating to new technologies that may be beneficial for aeronautical communications purposes.

4.9.6 Required Communication Performance (RCP)

Required Communication Performance addresses the performance parameters that a communications service must achieve in order to fulfil identified operational requirements. To date, communications requirements have addressed mainly the functional level (what information is exchanged) rather than the performance (how fast?, what delays?). Work is now under way in operational panels of ICAO (OPLINK PANEL) and in ODIAC in this area.

4.9.7 OATA

The EUROCONTROL Overall ATM/CNS Target Architecture, OATA, was created as an answer to the need for a technical framework for the implementation of the EUROCONTROL ATM 2000+ Strategy. As such, it places expectations and constraints on the implementation of the COM strategy,

5. OPPORTUNITIES AND CONSTRAINTS

This section describes the issues, which influence (either as constraints or as new possible solutions) the definition of the communication services and their implementation, e.g. institutional issues, technology trends.



5.1 Business Environment

5.1.1 European Union Legislation

5.1.1.1 Overview The European Commission proposed a regulatory approach with the objective of achieving a Single European Sky. The objectives of the legislation are to improve and reinforce safety, to restructure European airspace as a function of air traffic flow, rather than according to national borders, to create additional capacity and to increase the overall efficiency of the air traffic management system (ATM).

This can be achieved by a more effective and integrated air traffic management architecture and by ensuring that this architecture is based on demand driven service provision. The legislation will enhance cross-boarder co-ordination, remove administrative and organisational bottlenecks in the area of decision-making and enhance enforcement in ATM.

The legislative package comprises four regulations covering the essential elements for a seamless European Air Traffic Management System.

• Regulation (EC) No 549/2004 of the European Parliament and of the Council of 10 March 2004 laying down the framework for the creation of the single European sky (the framework Regulation)

• Regulation (EC) No 550/2004 of the European Parliament and of the Council of 10 March 2004 on the provision of air navigation services in the single European sky (the service provision Regulation)

• Regulation (EC) No 551/2004 of the European Parliament and of the Council of 10 March 2004 on the organisation and use of the airspace in the single European sky (the airspace Regulation)

• Regulation (EC) No 552/2004 of the European Parliament and of the Council of 10 March 2004 on the interoperability of the European Air Traffic Management network (the interoperability Regulation

The regulations provide a platform for improved technological progress. It will be possible to focus research and development on compatible products in the harmonised ATM market.

The implications of single sky regulations of greatest relevance to this Comms strategy are discussed below.

5.1.1.2 Air Navigation Services

In accordance with the service provision Regulation "Air navigation service providers may avail themselves of the services of other service providers that have been certified in the Community". The certification scheme in fact "confers on air navigation service providers the possibility of offering their services to other air navigation service providers, airspace users and airports within the European Community

5.1.1.3 Interoperability The objective of this Regulation is to achieve interoperability between the different systems, constituents and associated procedures of the European air traffic management network, taking due account of the relevant international rules. This Regulation aims also at ensuring the co-ordinated and rapid introduction of new agreed and validated concepts of operations or technology in air traffic management.



The Regulation requires that “air traffic management systems and their constituents shall be designed, built, maintained and operated, using the appropriate and validated procedures, in such a way so as to ensure the seamless operation of the European air traffic management network at all times and for all phases of flight. Seamless operation can be expressed, in particular, in terms of information sharing, including the relevant operational status information, common understanding of information, comparable processing performances and the associated procedures enabling common operational performances agreed for the whole or parts of the air traffic management network.”

5.1.2 Air Traffic Service Providers

There have been significant changes in the business environment in which the communications services necessary to support air navigation services are provided. These include:

• increased requirement for international information interchange to facilitate more effective use of air space,

• the “privatisation” of some national ANSPs has meant that there is a greater commercial focus and cost/benefit driven analysis of all potential new investment than in the past. This is also leading to competition between providers of Air Traffic Services,

• ATS providers have very different budget constraints in which they must function, which impacts their capability for deploying new technology,

• delegation of some national ATS responsibilities on a co-operative basis to neighbouring states or regional ATS providers,

• rapidly changing technology means that there has to be flexibility in any communications strategy to adapt to and incorporate beneficial developments in a timely manner,

• the growth of telecommunications service providers, and the increasing acceptance in some States of their role for both administrative and ATS-related traffic (Outsourcing of services is already prevalent in some states.).

This changing business environment in the ANSP community places constraints on, and creates new opportunities for, the COM strategy with respect to:

• compatibility with different national political regimes,

• service and maintenance of common equipment and software,

• flexibility to take advantage of new technologies,

• freedom to formulate beneficial collaborative arrangements between and across states,

• transition and migration arrangements to recognise that not all states can move at the same speed towards any particular technological goal.

• Transition planning should take account of backward compatibility and the decommissioning of existing systems. Moreover, COTS products are not developed and maintained primarily for aviation, therefore, backward compatibility; the long term availability of maintenance support is an important constraint.

In practice this means that future European aeronautical communications services will become a “federated responsibility”:

• technical approaches and solutions will be derived from this EATMP strategy and related R&D projects,

• the service level requirements will be set through international initiatives under the COM team,



• service provision will be addressed nationally and regionally based on economic and political factors.

5.1.3 Airspace Users

Airspace users, particularly the commercial airlines, have to be able to justify investment in new avionics systems in terms of business benefits, and need to get a satisfactory return on investment. This may place constraints on the rates of change, which can be achieved, given the relatively high costs of equipment, loss of service time, certification etc. associated with technology upgrades. Airspace users are particularly likely to favour ATS solutions, which build on, or are harmonised with, existing investment programmes for non-ATS purposes.

5.1.4 Airports

Airports, although they may have different commercial regimes, have in common the need to collaborate with local ATS, CFMU and airlines by sharing information. Examples of this include the sharing of information on air traffic departures and arrivals, in order to co-ordinate with ground management facilities, and information on surface movements in order to optimise the occupancy of the infrastructure (gates; taxiways etc).

5.2 Institutional Issues

The following definition of the term ‘Institutional Issues’ has been accepted by the ICAO ATNP/WG1, and is the meaning applied in this COM strategy:

“Issues related to ownership, control and responsibility for correct implementation and operation of systems which involve more than one state or organisation”

The following institutional issues arise from the COM Strategy:-

• VHF frequency assignment,

• addressing and numbering schemes,

• centralised databases,

• consistent overall network management – including span of control, ownership and costs. It is assumed that this would be accomplished using distributed management processes and tools in order to meet the institutional requirements of national autonomy,

• provision of end to end communication services – this covers technical, commercial and legal (liability) and operational matters,

• competition for resources (network capacity and required frequency spectrum),

• security measures, and the requirements for a common EATMP security policy,

• the future EATMS system may be constructed from autonomous component systems that are independently developed; owned and maintained. The organisation and management processes developed for underlying communications systems will have to take this into account.

The Institutional Issues, which relate to the COM strategy have been grouped as follows:

• Policy and Regulatory Issues – Transition and Operational Organisation, Regulation, Liability, Financial Arrangements,

• Implementation Issues – Security, Service requirements, Certification and Testing, Network Topology, System Management Framework,



• Strategic Co-ordination Issues – Ongoing Co-ordination, Standards and Document Hierarchy,

• Management Issues – Systems Management across national boundaries.

Institutional issues present a potential risk to the realisation of those communication projects involving a number of states. Hence, at an early stage in such a project, the impact of institutional issues should be evaluated and action taken to reduce the risk; it being understood that such action may modify the proposed technical solution. The separation between regulatory and service provision of some ANSPs needs to be taken into account in such evaluation.

It may be appropriate to conduct a study on institutional issues, in order to produce guidelines on how to deal with the matter in communication projects. It is recommended that the lessons learnt from existing or proposed COM projects be taken into account.

5.3 Technology

New technology is constantly emerging and the applicability of each advance to aeronautical communications has to be evaluated. In addition, the operating concepts that are being developed for the medium-to-long term can be expected to place new requirements on the COM domain, such as air-to-air, and broadcast. To ensure that appropriate solutions are available at the right time, there has to be a continuing investment in R&D, which must be undertaken with the recognition that not every promising technological advance will necessarily evolve into a successful aeronautical communications component.

COTS products will be used wherever possible. However, such products based on latest technology do not always guarantee stable telecommunication solutions, which are required in the ATM environment. Therefore, the investment needed to introduce COTS products has to be justified through CBA.

It has also to be recognised that technology is constantly aging, and at some time a point is reached where it is no longer technically or commercially viable to maintain an elderly technology. For this reason it is necessary to adopt the concept of “sunset dates” for technologies, indicating the date at which it is expected that a technology will be at the end of its useful life for international use.

The table below indicates some of the communications and related technologies, which are impacting on the communications strategy.



Technology type Fixed Mobile

Bearer Services and communications media Note 1.

Leased lines, Virtual Private Networks, Public Internet, Asymmetrical Digital Subscriber Lines, Satellite services, Wavelength division multiplexing.

High Frequency Radio, Very High Frequency Radio, Satellite services, Mode S radar, Microwave Radio, Wideband CDMA.

Networked services, interconnection, and data transport Note 2.

X.25, Frame Relay, TCP/IP Asynchronous Transfer Mode Note 3, Integrated Services Digital Network, Public Switched Telephone Network, Private Network Node Interface, Voice over IP, ATN internet

HF datalink, VHF datalink, ARINC 622/623, ATN internet, Wideband CDMA, Mode S datalink, AMSS, ARINC 631/618 (AOA)

Applications Digitised voice services Note 4, Message Handling, Systems Management Note 5, existing ground information services, CNS/ATM ground applications set.

Voice services, CNS/ATM-1 air applications set, FANS-1/A application set, ACARS message services, AOC, AAC, APC

Information representation Note 6

HyperText Mark-up Language, ASN.1, Extended Mark-up Language (XML), Audio, Video, Image and Multimedia standards

Software and environment Note 7.

Object-oriented technology, DCE, CORBA, JAVA

Note 1 – Digital bearers for voice and data are available and in use today, for ground-ground communications.

Note 2 – Fixed Data network technology is evolving from X.25 and point-to-point circuits, through Frame Relay towards Asynchronous Transfer Mode. In addition, services using TCP/IP have become the main choice for network service provision. The use of web-related technology, and related security issues, will need to be evaluated for non-mission critical exchanges.

Note 3 – Asynchronous Transfer Mode is intended for local and wide-area networking and eventually for voice, data, and multimedia services throughout the public telecommunications system. Asynchronous Transfer Mode may be introduced into data networks by operators of large LANs, Virtual LANs (“VLANS”), and on wide area networks that link LANs together to provide corporate/private networks.

Note 4 – New digital signalling systems are available which provide improved services and management, and opportunities for cost reduction.

Note 5 – The majority of management systems deployed today are concerned with network configuration and network monitoring, but do not follow common standards. There is a trend towards increased automation of the monitoring, decision making and configuration management functions. A “single image” systems management environment (where any resource can be monitored and/or controlled in the context of its role in the whole network) is the long-term target.

Note 6 - Text mark up languages, such as HyperText Mark-up Language (HTML) that provide a means of identification, association and retrieval of text according to dynamically defined search criteria,

Note 7 – Developments in software technology that are of particular significance are:



• “Middleware” as a means of implementing open systems using “off-the-shelf” components, or components from different manufacturers,

• Business Objects that permit the construction of systems as a series of building blocks, and the encapsulation of legacy systems as “objects”,

• Data Warehousing, which uses intelligent query tools to identify and retrieve data from large distributed pools of information,

• New distributed application build and execute languages such as JAVA.

The emergence of these technologies mean that future communications requirements may be addressed by means of new software technology with built-in standardised information distribution mechanisms, rather than by the development of purpose-designed communications applications and associated protocols.

5.4 Standardisation and regulation aspects

Standardisation bodies yield standards and take appropriate actions to foster the dissemination and use of these standards. Standardisation bodies are not empowered to put into force telecommunication standards supporting ATS. The standardisation bodies developing telecommunication standards used by the aviation community are ITU, ICAO, ISO/OSI, EUROCAE/RTCA, ETSI, and EUROCONTROL. From the regulation standpoint, there are two main streams of standards, binding standards and voluntary standards. Binding standards are developed under the umbrella of a sector-related regulatory environment. Voluntary standards are developed as a means of compliance with essential requirements mandated by regulatory materials. The choice of a given standard should not unbalance market conditions, for example the standard should not depend on any patent or fees to pay for Intellectual Property Rights.

The specifications of a telecommunication standard evolve overtime with backward compatibility in the best cases. Complex functionality is also specified with mandatory and optional features to be implemented rising critical interoperability issues. A standardisation process is not self-sufficient to ensure global and timely interoperability of equipment operated in an operational environment. Other aspects linked to the target domain such as the regional operational context, timeframe, etc, need to be considered.

Several regulatory authorities are empowered to put into force telecommunication standards ITU, ICAO, EU/ETSI. Regulations enforced by these authorities can apply to the communication services supporting ATS. Cross-regulation consistency is ensured during the regulation elaboration processes. The most recent evolutions of the regulatory environment are:

• The EU Single European Sky regulation framework

• The EUROCONTROL revised Convention with stronger mechanisms to handle binding decisions

• The EUROCONTROL regulation entities created to address all appropriate ATM regulation matters (safety, interoperability, performance, and security).

The EUROCONTROL Permanent Commission approved a number of ATM safety regulatory requirements, known as ESARRs. These requirements are mandatory for all EUROCONTROL Member States and aim at harmonising the ATM safety regulation across the ECAC area.

In particular, ESARR 4 relates to the use of risk assessment and mitigation, including hazard identification, in Air Traffic Management when introducing and/or planning changes to the ATM System.



ESARR 6 deals with the implementation of software safety assurance systems, which ensure that the risks associated with the use of software in safety related ground-based ATM systems, are reduced to a tolerable level.

5.5 Commercial Network Operators

5.5.1 Public Telecommunications Operators (TELCOs) strategy

The majority of TELCOs has a strategy to move from being a commodity (basic service) supplier, to being an added value information and managed service supplier. This is reflected in the changes in the supporting infrastructure – from copper and simple cross point switches to high capacity fibre and intelligent switches and the addition of mobile (terrestrial and satellite) systems. There will be considerable variance in terms of time and function in the introduction of these services across the ECAC states.

5.5.2 Passenger Communication Service providers

Service operators are now offering high bandwidth air-ground communications for passenger use, including use of mobile telephones in the cabin, and high speed Internet access. Commercial airlines have been quick to adopt these services to gain a competitive edge over non-equipped rivals, and also as an additional source of revenue.

5.5.3 Impact of liberalisation and competition

• The impact of competition and the need to offer an international service will accelerate the creation of consortia. This will simplify cross border network interconnection.

• It will also stimulate the introduction of new technology, which will lead to a better, guaranteed QoS.

• Competition for SATCOM business from the new service suppliers will drive down both land based and traditional SAT carrier tariffs.

5.5.4 Specific “Aeronautical” Service Providers

SITA and ARINC are both global service providers specialising in services to the aeronautical community. For air-ground use, these services will be delivered by VHF, HF and Satellite.

Both providers have indicated a commitment to support datalink, and are supporting ATN internet-based services. Other market entrants may also appear in the future, in particular when low cost satellite services become available. For APC communication, there are other service providers offering service.

5.5.5 Implications for the ANSPs and other users

ANSPs need to achieve a satisfactory return on investment in existing systems, whilst retaining the flexibility to adapt to new opportunities for cost reduction or service enhancement. ANSPs will be able to negotiate “Service Level Agreements” with TELCOs for the provision of the appropriate service characteristics and quality. The requirement for different classes of throughput/availability needs to be specified.

In general:



• ANSPs should capitalise on the changes caused by deregulation, consolidation and new technology to negotiate for service supply. They should ‘go with the flow’ – taking advantage of new mass market offerings, using these as far as possible to meet their needs, rather than defining ATC-specific communications services.

• Corporate networks may provide a cost-effective means of consolidating voice and data traffic with direct control over Quality of Service, and also of assuring a safeguard of national institution regulations.

• Virtual Private Networks may provide a cost-effective means of interconnecting nodes of a corporate network through use of a public network service.

• ANSPs need to take account of the diminishing availability of X.25 components, and its eventual replacement by IP.

• New security services should be investigated by those ANSPs who propose to make use of public services, especially those which are Internet-based.

• The ability of public services to provide flow control and Quality of Service commitment needs to be verified.

• ANSPs should ensure that the supplier and architecture used for their new communications service are capable of handling major increases in traffic. They should not be traffic demand constrained.

• ANSPs should use the availability of new technology and competition to negotiate new service level agreements with their suppliers, focussing on the introduction of a shared responsibility between the communication provider and the ANSP linked to the risk assessment associated with the communication services to be supported.

5.6 Civil-Military Interoperability

The exchange of flight data between civil and military systems is critical to the implementation of civil military concepts such as Flexible Use of Airspace (FUA) and to build the Recognised Air Picture (RAP) which is a basic element for the command and control of military air operations. Additionally, increased interoperability between civil and military systems, both on the ground and in the air, will be vital to cope with future ATM concepts when the level of automation is remarkably high.

The preferred way to attain an acceptable level of interoperability will be described in a Roadmap which will define the coordinated timeframes and path towards future technologic convergence of both civil and military communication systems. The strategy should be a major contributor to this objective by indicating well in advance which New Systems are planned to support the communication services required for civil-military cooperation functions.

6. COMMUNICATIONS SERVICES

This section describes the communication services and the supporting network services which should be provided in the near, medium and long term future in order to support the requirements of Air Traffic Management.

6.1 Introduction

The communication strategy addresses communication services, subdivided into:



• Data communications services, providing end-to-end connectivity (application to application) and broadcast capability for air-ground, air-air, and ground-ground application purposes between ANSPs, aircraft, airlines, airports and external organisations e.g. military.

• Voice communications services, providing the end-to-end and broadcast voice capability for air-ground, air-air and ground-ground purposes between ANSPs, aircraft, airlines, airports and external organisations e.g. military, using terrestrial and/or wireless technology

and the supporting network services, subdivided into:

• The Pan-European Fixed Network Services, (PENS) providing the international ground telecommunications infrastructure by the interconnection of national infrastructures, including connections to airlines, airports and external organisations, for voice and for data.

• The Mobile Network Services, (MNS) providing the communications means between mobiles (aircraft or vehicles) and between mobiles and ground elements, for data and voice over wireless links (radio, satellite and other), including network systems management.

Figure 6 provides a pictorial representation of these components of the COM domain. There are also a number of “system-wide” aspects that cut across all the above components, such as the use of mass market COTS, safety management, communications security, radio spectrum resources, end-to end voice characteristics, the ATN, systems management, directory services and security, and system engineering.

Operational and/or user requirements arising from the sources identified in section 4 of this document have to be analysed in terms of the functionality and the required communication performance characteristics. These requirements are then translated into voice or data services as appropriate. The voice or data services are supported by various network services, possibly concatenated, falling into either the Mobile or Fixed heading. At the core, all of the communications and network services are carried over bearers, which may be physical (copper or fibre) or wireless (radio or satellite).

The short-term communications strategy is driven by today’s operational and user requirements. Other (as yet unspecified) user requirements may arise in the future, such as video or multimedia. The strategy is not intended to preclude future extension to address such requirements.

In the following sections, the scope and purpose of each component is described. There is also a short list of “Means to achieve ……”, which is intended to give an indication of some of the activities and tasks or task forces that are currently contributing to the realisation of each part of the strategy. In addition to the identified activities, the EATMP work programme defines or will define activities to carry forward the requirements of the strategy.



Pan European Network Services (Fixed)

Mobile Network Services

Voice Communications Services

Data Communication Services

Bearer Circuits

& Carriers

End-to endServices

Figure 6 The COM domain

6.2 Data communication services

6.2.1 General

Data communications services are the key to improved information exchange in the future, thereby reducing the load on voice communications services, reducing communications congestion, improving safety and increasing communications efficiency. They are divided in the following sections between:

• Air to ground communication services, providing information exchange between aircraft and ground facilities

• Air-to air communication services, providing a future means to improve air situation awareness, enhance flight efficiency, and leading towards cooperative ATS

• Ground mobile communication services, providing improved aircraft and vehicle management at airports, in support of the gate-to-gate concept

• Ground to ground communication services, providing improved information flows between ATC centres, and to national, central or regional organisations such as Met, Military, CFMU and CRCO.

Data communications services for aeronautical use are being specified and implemented in accordance with the ICAO Standards and Recommended Practices, to provide the end-to-end communications functionality to meet the users operational requirements, in terms of functionality and performance. The data communications services described in the following sections may be peer to peer, multicast, or broadcast, to meet different operational requirements, and may be delivered over the Pan European Fixed Network Service and/or the Mobile Network Service described later.



6.2.2 Air-ground data communication services

Air-ground communications services provide the means for communication between applications in the airborne environment (avionics systems and/or aircrew) and the ground environment (ATC, AOC, etc.). These services support the integration of airborne and ground end systems during take-off, climb, en-route, descent, approach and landing flight phase. The ATC communication services require a network service as offered by the ATN Internet component of MNS and PENS in order to meet operational performance requirements.

The ICAO OPLINK Panel and EUROCONTROL Operational Requirements and Data Processing Team (ODT) are defining operational requirements and “Required Communication Performance” parameters for controller-pilot communications services. These parameters can be used to specify appropriate communications services and to select appropriate underlying network services, as offered by the Pan European Fixed Network Service (see 6.4) and/or the Mobile Network Service (see 6.5). New concepts in Surveillance and Navigation will result in new communications requirements, which will be analysed in the COM domain in order to achieve the most cost-effective and spectrum-efficient overall communications architecture.

Figure 7 Air-ground data services

6.2.3 Programmes

Deployment of air-ground services is driven through two programmes, LINK2000+ and CASCADE.

The LINK Baseline comprises the following En-Route CPDLC and support Services as described by EUROCAE ED-110:

• DLIC - Data Link Initiation Capability (log on and contact)

• ACM - ATC Communications Management

• ACL - ATC Clearances (initial subset)

• AMC - ATC Microphone Check

The CASCADE programme is defining the services for deployment beyond LINK2000+, and comprises two streams. These services include air-ground and air-to-air services.

An implementing rule for datalink services is being developed based on a mandate to EUROCONTROL from the EU.

2020 2007 2011 2015

LINK 2000+ Services

CASCADE Stream 1

CASCADE Stream 2

High QoS Services

ADS-B, TIS-B



ECIP draft objectives ATC08, ATC09, ATC10 and ATC11, also SUR05 and SUR06 relate to the above programmes.

It may become essential to incorporate the security mechanisms for air-ground data communications in order to support the more safety-critical applications above.

6.2.4 Transition and coexistence

Some airlines and ANSPs are using similar data communications services based on ARINC 622 (FANS1/A) or on AOA specifications. In the context of the proposed implementing rule (under development) for datalink services, the coexistence with, and transition from ARINC622, FANS and AOA to the strategic ATN-based solution needs careful co-ordination with all interested parties, taking into account the costs and benefits.

6.2.5 Future services

In the medium to long term, additional services will be specified and validated which will utilise air-ground datalinks. There are already identified needs for information sharing between ANSPs, Airports, Aircraft and Airlines to enable “Collaborative Decision Making” in the context of more flexible use of air space, and for surveillance information broadcasts (TIS-B). In the long term, the higher performance air-ground data services such as COTRAC. may be introduced, dependent on the availability of a higher QoS air-ground mobile network, In consequence, new datalink applications will be identified, specified and validated to meet operational requirements arising in EUROCONTROL and / or ICAO.

Expected benefits include:

• increased safety factor by eliminating human error in interpretation of voice messages.

• improved controller efficiency by reduction of voice interactions with pilots,

• reduced cockpit workload through digital transfer of information, which can be passed directly to and/or from onboard IT systems,

• enabler for the migration from voice to data,

Where the business case is considered sound, specifications, prototype implementations, and flight trials will be undertaken, with a view to enabling the adoption of new operational concepts in the ECAC area.

It is expected that for cost-effective use of mobile network services, ATC data communications services and AOC communications will continue to share the same communications channels.

It is also envisaged that in the long term provision may be required to strengthen security services, such as downlink of encrypted cockpit voice, flight data and cockpit and cabin video. It is assumed that such services would only be “switched on” in the case of an intercept or airspace infraction.

6.2.6 Air-air data communication services

It is envisaged that new operational concepts for improved flight effectiveness will require air-to-air data communications services in the mid term period 2008 to 2011. The strategy is to analyse such requirements, and thence to derive, specify and validate appropriate new data communications services, including the consequential networking requirements.



6.2.7 Ground mobile data communication services

The incorporation of the planning and flight phases represented by the Gate to gate concept into the EATMP work programme has led correspondingly to the need to extend the communications work programme.

Before a work programme can be put in place to support the communications implications of this extension, it is necessary to:

• identify the user requirements for applications requiring ground mobile communication services during the following flight phases: Tactical Planning Phase, Pre-Departure Phase, Departure-Taxi Phase, Departure Phase, Arrival Phase, Arrival-Taxi Phase, Post Flight Phase.

• analyse the ground mobile communications requirements of the identified applications

• identify the key technologies that will deliver ground/mobile services

• define how ground mobile communications will be integrated into the overall communications architecture.

Communications in support of surface movements of other mobiles (not necessarily aircraft, but possibly providing airport services to aircraft) may also be within this extended remit.

6.2.8 Ground-ground (fixed) data communication services

Ground data communication services are split between

• mainstream ATS/ATM activities, which primarily involve inter-centre communications either between ATC Centres or with regional units, airports, and AOCs,

• Information Distribution Services, using store-and-forward technologies (AMHS) and in the longer term, remote data access techniques,

• Other safety-critical data services such as surveillance date distribution communications, CFMU, EAD,

• “External” services, including Air Defence and Meteorological services,

• Administrative and none-safety-critical services such as CRCO.

6.2.8.1 Inter-centre data communications services Inter-Centre communications services include services between ATS Units, and between ATS Units and central or regional units such as the Central Flow Management Unit (CFMU). In general, these services embrace the communication aspects of the operational applications and are specified to meet the Required Communications Performance (RCP) of these applications. The COM Domain is responsible to provide, for each communication service, the appropriate validated specifications, which will themselves, contain requirements for the underlying network services.

The current services such as OLDI (On Line Data Interchange) and the distribution of flight plans and airspace data are based on messages represented and encoded with a variety of techniques (e.g. ADEXP.). There will be some migration of these formatted messages to structures appropriate for use with the Pan European Fixed Network Services. In particular, Flight Message Transfer Protocol provides for coordination and transfer of flight-related information between ATS units over IP.

In the medium to long term a migration needs to take place to standard data representation and encoding techniques (e.g. Abstract Syntax Notation.1 standard). This transition process will need close co-ordination with the application owners (e.g. FDPS).



New inter-centre communication services will emerge in the medium term to support, amongst others,

• access to remote databases

• Flight data processing interoperability

• Collaborative Decision-Making (CDM) processes between airports, airlines and ATS.

The above emerging communication services require that the ATC, AOC and airports systems are interlinked.

Appropriate validated specifications must be developed for each service, and the associated network requirements must be stated. Where transition from existing ad-hoc or bilateral specifications is necessary, an appropriate transition and migration path will be defined.

The layered architecture recommended by the COM Strategy will enable the phasing out of non-standard applications and proprietary protocols thus allowing the transition to mass market COTS products where feasible.

6.2.8.2 Information Distribution Services The AFTN has been the cornerstone for aeronautical message interchange for the last 30 years. Both the technology and the specifications are out-dated, and the Aeronautical Message Handling Service (AMHS) has been specified by ICAO for future message handling applications. AMHS offers larger message sizes and support of binary information types (such as BUFR). Some ANSPs are already deploying AMHS technology for international messaging applications to replace the current AFTN. (ECIP COM05) In the ECAC area, the rollout of AMHS-based systems brings a number of strategic requirements:

• naming and addressing plans,

• appropriate systems management for message handling systems,

• means of incorporation of legacy (AFTN) systems via appropriate gateway technology, e.g. the EATMP Communications Gateway,

• transition to newer network infrastructures, including the ATN, with a corresponding reduction in the utilisation of CIDIN,

• migration of AFTN formatted messages (ADEXP etc.) and associated applications to an AMHS base.

• Topology planning for the ECAC area.

The CEC “SPACE” identified the issues of the implementation of AMHS between a limited number of ECAC States. In particular, a uniform AMHS addressing scheme has been defined and included in the ICAO AMHS SARPs as the “Common AMHS Addressing Scheme” (CAAS)

AMHS is being deployed over TCP/IP in the EUR region. Such implementations must coexist with, and where necessary interoperate with AMHS/ATN-based applications, via appropriate gateways for international messaging. Coexistence with legacy (AFTN and CIDIN) technology will be necessary for the medium-to-long term – see –Figure 8.



Figure 8 Information Distribution Deployment

(note: External = External to ECAC)

With the increased emphasis on security in the context of the ATM2000+ strategy, a study will be required into the implementation, management and international use of AMHS security mechanisms in the ECAC region.

In the long term, other forms of information-sharing and data distribution, such as remote database access, may supplant traditional store and forward messaging for aeronautical information. These concepts are already under investigation, c.f. the SWIM project, whose objectives are to achieve a uniform and efficient aeronautical information management structure, within the framework of system-wide management of information, to support all phases of flight.

A study will be needed into how information storage, sharing, distribution, synchronisation and access is to take place beyond AMHS, and the communications implications, if any.

6.2.8.3 Other Data Services It is envisaged that other safety-critical information types are now, or will be exchanged between centres, between sensors and centres, and between airlines, airports, centres and management functions. Examples include:

• Surveillance data exchange (ASTERIX)

• SSR Code distribution

• European AIS Database (EAD)

• CFMU Flow Management Information

The strategy is to provide advice and guidance to the appropriate projects, so that such data can coexist harmoniously with other operational and safety-critical communications services.

6.2.8.4 External Services

6.2.8.4.1 Military The military are responsible for securing and policing the State’s airspace. Military aircraft need to react at short notice to perceived or possible threats. Operational Air Defence flights will continue to have priority access to all airspace.

(External)

2000 2005 2010

(External)

2005 2007 2011 2015

ECAC-wide AMHS over TCP/IP

AFTN / CIDIN

ECG AFTN / CIDIN AMHS Gateway

2020

Next Generation data distribution



Therefore, Air Defence organisations have to be provided with all ATM information (voice and data) relevant to their task, which requires the appropriate communications links with ATC units and sensors.

6.2.8.4.2 Meteorological The meteorological service contributes to the safety, efficiency and regularity of air navigation. The data includes METARs, TAFs and SIGMETs in an alphanumeric format; and weather-related charts in binary formats.

The alphanumeric information is distributed internationally via the AFTN, CIDIN or SADIS (Satellite service); binary coded meteorological data includes T.4 facsimile charts in which various parameters such as wind and temperature are presented in a grid format.

The World Meteorological Organization (WMO) is in the process of transitioning all meteorological data into BUFR, a new binary format which will replace the alphanumeric formats used for messages such as METARs and TAFs. The impact of this migration on the existing ATC infrastructure to handle meteorological data needs to be studied.

6.2.8.5 Administrative data communication services It is envisaged that a number of administrative data communications services will be able to take advantage of the available capacity of the Pan European Fixed Network Services. (This implies that there will be some level of integration of ATC and administrative data on international data network services.) E.g. CRCO.

The strategy is to provide advice and guidance to the appropriate IT service managers, so that administrative communications can coexist harmoniously with operational and safety-critical communications services. Web-based Intranet services will be investigated in the future as part of the means of service delivery.

6.2.9 Means to achieve data communication services

The COM team has an overall co-ordinating role for ensuring that appropriate data communications services are identified and included into the EATMP work programme.

The ODT and its task groups are responsible for the development of operational requirements for integrated air/ground data communication and surveillance. The current workplan includes the production of Required Communications Performance (RCP).

A number of EC projects (e.g. NUP and MEDUP) are establishing an extensive infrastructure in Europe for specific ATS purposes, which could be considered for more general communications applications.

After the various trials and pre-operational initiatives, the following projects will implement data link services based on the ATN and VDL Mode 2, both in Europe and the United States:

• LINK 2000+ (ECAC 2005-2007);

• FAA Build 1A (2008 onwards)

• CASCADE (2008-2011and onwards).

A study is needed into the requirements for airport/ATC/AOC co-ordination (e.g. CDM)

Surveillance data (ASTERIX) distribution over IP has to be addressed – a Task Force has been proposed in the SUR domain, and should be supported by the COM domain.



A study is needed into how existing and new data communication requirements are to be most cost-effectively fulfilled by the various candidate data network services (store-and-forward or point-to-point).

The EATMP Communications Gateway offers portable software components necessary to implement a gateway between the AFTN message switching world and AMHS.

An offline management service is needed to support the introduction of AMHS, following on from the similar service provided for AFTN management.

An AMHS test facility in conjunction with a reference system is needed in order to facilitate the introduction of new AMHS nodes across the ECAC area.

6.3 Voice communication services

6.3.1 General

Voice communication in the aeronautical community can be broken down into the following services:

• Controller – Pilot voice communication service providing exchange of information between aircraft and ground facilities

• Air-to-air voice communication service providing co-ordination between aircraft

• Ground mobile voice communication service providing improvements in the handling, management and co-ordination within the aeronautical community

• Ground-ground voice communication service providing improvements in the information flow between ATC centres, to military centres, aircraft operators and airports, and to national or regional organisations like CFMU.

New operational concepts like Collaborative Decision-Making will require new features such as conferencing over different networks. The Gate-to-Gate concept will require the concatenation of different networks.

The aim of the strategy is seamless voice communication encompassing

• new (COTS-based and hence more cost-effective) technologies

• new functions/features to optimise voice communications

• functions and features in support of new operational concepts

Voice communication services for aeronautical use are being specified and implemented in accordance with ICAO Standard and Recommended Practices. In some respects, implementation is considered a regional matter by ICAO. However due to its implications global standardisation should be sought. Only such an approach will facilitate the acceptance by the use community, create economics of scale and provide a seamless operation.

The voice communication service described may consist of individual call, group calls or broadcast calls. The strategy will include functions and features over concatenated networks and operational requirements set for radio calls, intercom and telephone calls

Administrative calls in general or for ATM will be accommodated. Particular emphasis is required for the seamless operation of voice services between the ground fixed network and the mobile network; both described later in this document.

(See also End to end voice communication in section 6.6 for an assessment of system-wide issues associated with voice communications services.)



6.3.2 Air-ground voice communication services

6.3.2.1 Controller-Pilot communications Instantaneous voice communications between pilots and controllers is central to ATC strategy for the short and medium term. However the strategy is to reduce the voice communication workload for the cockpit and controller. This measure will increase safety because human errors by misinterpretation of voice message are reduced.

The key requirement is for controllers and pilots to have (virtually) immediate access to a voice communications channel when needed for the communication of safety-critical messages between them. Today this is achieved primarily by VHF radio between controllers and pilots by use of routine pre-determined channels, which are continually monitored in the air, and by ground stations. There are, however, problems of congestion and the availability of channels in the VHF band.

With traffic growth, there will be a need to move to more effective use of existing communications paths, and possible use of other communications paths. At the same time, the increased use of datalink services may act to reduce the growth of voice communications requirements. It is assumed that the anticipated increase in air traffic will mean that on balance voice traffic will not diminish.

At the moment no statement can be made on how far new services like datalink will effect the requirements for voice communication. The balance and impact of datalinks needs to be analysed to determine the future voice service requirements. Dialogue management is required to ensure that voice and data communication are synchronised. 3

6.3.2.2 Voice Information Services A number of ground-to-air information services are provided today using voice broadcasts (ATIS, MET). With the introduction of digital flight information services (FIS) such as D-ATIS, the requirements for voice broadcasts will diminish. The introduction of new air-ground voice network services, which do not include a broadcast capability, will also create a pressure to discontinue these services.

6.3.3 Air-air voice communication

Air-air voice communication is already in use on operational VHF frequencies for co-ordination. In the ECAC area air-to-air co-ordination is used to a lesser extent, its main purpose is relaying messages. The future concept associated with air-to-air voice communication is not mature, but it is likely to have global implications. The cooperative ATS concept will provide the operational focus for defining the air-to-air voice requirements.

6.3.4 Ground mobile voice communication

The incorporation of the gate-to-gate concept into the ECAC mandate to the Agency has led to the need to extend the work into the ground mobile environment implemented at airports and with aircraft operators.

3 It has been identified as an operational safety issue that any given data and voice dialogue pair must at all times be between the same two communicating parties. So if a controller hands off an aircraft to another controller (on a different frequency) at the same centre, the datalink connection must switch to the new controller at the same instant as the frequency change takes place. Note that the same synchronisation requirements also exist between centres, however inter-centre handover is synchronised through operational procedures using mechanisms already defined in SARPs.



In addition operational ATM users require more and more the implementation of wireless end terminals for their services. Again it is important to recognise the requirements for end-to-end performance within the corporate network with added mobile networks.

It will be necessary to:

• identify the user requirements for ground mobile voice communication services during the following flight phases: Tactical Planning Phase, Pre-Departure Phase, Departure-Taxi Phase, Departure Phase, Arrival Phase, Arrival-Taxi Phase, Post Flight Phase.

• identify the key technologies that will deliver ground/mobile voice services

• define how ground mobile voice communications will be integrated into the overall communications architecture.

6.3.5 Ground-ground voice communication services

6.3.5.1 ATS Voice communication Today controller workstations and ATS telephony services use the voice fixed network services described in 6.4.3.

In addition to the existing operational ATS infrastructure new concepts like gate-to-gate or Collaborative Decision Making will increase the user base and will necessitate inter-working with other existing or future networks, and resolution of the routing and numbering issues.

Access and charging mechanism have to be studied and may be implemented, as in the future transit traffic (both voice and data) may be carried. In addition, Users (Aircraft, ground installations at Airports) will wish to access the network and will therefore require to be authenticated. Finally, ANSPs may wish to charge or recover costs for using the network. The current signalling protocols provide only call related services and would therefore need to be extended to include security services and charging.

As a first step to implement new digital interfaces, the ECMA Standard 312: Profile Standard for the use of PSS1 in Air Traffic Services Network (ATS QSIG) is being used.

6.3.5.2 Administrative voice communication services Administrative and operational voice traffic already use common resources in some states. There is an ongoing need to assess whether there are benefits in using shared resources for international operational and administrative voice communications.

6.3.6 Means to achieve voice communication services

With the extension of the scope to pre-flight and post-flight operation within the gate-to-gate concept seamless voice communication over different corporate networks will be required. End-to-end performance studies on signalling and speech quality will be required.

Collaborative Decision-Making will require new functions such as multi-network conferencing. The feasibility and technical implications should be studied and subsequently be standardised.



6.4 Pan European Fixed Network Service (PENS)

6.4.1 General

The Pan-European Fixed Network Service, (PENS) provides the international ground telecommunications infrastructure for voice and data, including network systems management, end-to-end voice and data integrity, switching and routing, multiplexing and message handling. PENS can also support the interconnection of other external networks to support national requirements or identified international requirements, e.g. CDM.

PENS is considered in this section in terms of:

• The data and voice network services, which provide communications paths within and external to the ANSP community, with appropriate Quality of Service,

• The switching fabric, which provides the bandwidth to support the network services (some of these switching technologies (e.g. Frame Relay) provide a network service in their own right, others (e.g. Asynchronous Transfer Mode, Multi-Protocol Label Switching) are used as enablers for future more feature-rich network services).

• The bearers appropriate to the provision of the circuit level connectivity between fixed locations.

The strategy is to decouple the decisions on network services to be offered from those relating to the technologies and provisioning of the switching fabric and bearers. However the activities of network design and definition of the management processes for the network services, bearers and switching fabric must be consolidated in order to provide the optimal solution.

The functional, service and performance requirements for PENS elements, together with the definitions of viable and useful profiles (combinations of technology and functionality) need to be agreed and widely published in order that ANSPs and telecommunications service providers can procure and provide appropriate components and services to meet the required end-to-end levels of service.

6.4.2 Data Network services

The Pan European Fixed Network Service provides the data network services listed below.

6.4.2.1 Connection-oriented network service (CONS) The legacy CONS service has been based on packet switched connection-oriented (X.25) protocol services. It has been the default ground network service for cross-border interconnections of national and regional ANSP data communications networks. This network service supported international applications such as On-Line Data Interchange (OLDI), CIDIN, and the distribution of surveillance data, meteorological data or administrative data (e.g. CRCO).

X.25 technology is reaching the end of its commercial life, and commercial network service provision today is predominantly connectionless IP. It is therefore imperative that any applications which have a dependency on X.25 be migrated to connectionless IP by 2009.

6.4.2.2 Connectionless network service (Internet Protocol) The strategic goal is to provide an ECAC-wide high QoS Internet Protocol (IP) service over appropriate switching fabric (see 6.4.4) to take advantage of mass-market availability and the low cost of ownership of IP products. Indeed the vast majority of COTS networking products



and end-systems embody the Internet Protocol (IP) which provides connectionless transmission.

Most ANSPs already use the IP connectionless network protocol for their national purposes. In some instances, IP is already used for safety and time critical applications such as the distribution of radar surveillance data. By selection and management of the underlying bearers, a high QoS can be achieved, suitable for ATC purposes and potentially for carrying voice services over IP.

Today however, the current international data exchange is based on X.25 network services, which are increasingly costly to maintain, and the industrial availability of X.25 products is rapidly declining. It is foreseen to build an ECAC-wide IP network service deployment as an outcome of the integration of existing ANSP ground data IP networks.

The essential component of the ground communications strategy is therefore, the planning and co-ordination of migration of international X.25 to IP which involves the deployment of:

• an ECAC wide IP (version independent) network service meeting the requirements of PENS

• the migration of existing X.25 based applications and systems to IP (OLDI, Surveillance data distribution, meteorological data).

6.4.3 Voice fixed network services

The Pan European Network Service provides the following voice network services, in the timescale shown in Figure 9. These network services are used to deliver the ground-based end-to-end voice communication services discussed in 6.3.5.

Figure 9 Voice network service time-table

6.4.3.1 MFC/R2 Analogue voice networks based on MFC/R2 are widely deployed in the ANSP community. These will continue to be operated in the short term, with a gradual phasing out in accordance with technology evolution in the public telecomms service in the short and medium term. The “sunset date” for these analogue voice networks is around 2012.

2020 2007 2011 2015

National Voice Over IP International Voice over IP

ATS QSIG based Voice Network

Analogue Voice Network (External)



6.4.3.2 ATS-QSIG Voice Services The short term strategy is that most states should complete the move from legacy analogue systems to a QSIG based digital voice infrastructure which provides the technical base for the improved end-to-end voice services, in accordance with ECIP objectives. The QSIG and PNNI digital signalling standards are the basis for interconnecting private voice communications systems.

6.4.3.3 Voice over IP In view of the anticipated widespread commercial adoption of Internet technology, it is envisaged that these protocol sets will be the basis for voice over Asynchronous Transfer Mode, and future switching fabric and bearers, for the ANSP community. Adoption of IP as the common enabler for future fixed and mobile network services will allow for the introduction of voice over IP, based on IETF SIP, as a more cost advantageous goal for seamless voice services over multiple concatenated sub-network technologies. These protocol sets are also enablers for multi-media communications services such as videoconferencing.

6.4.4 Switching Fabric

The switching fabric adds value to the bearer service through the inclusion of capabilities such as flow control, error detection and correction, and signalling. Switching technology includes PDH/SDH/TDM,Frame Relay, Asynchronous Transfer Mode, MPLS and emerging technologies, as well as the legacy X.25 and CIDIN circuits. ISDN provides both a voice and data circuit switched solution. The choice of switching technologies may be a national, bilateral or multi-lateral matter, based on bandwidths, costs and availability. X.25 technology is reaching its end of life, and any remaining X.25 paths should transition to newer technology as soon as possible and not later than 2009.

Figure 10 Timescales for the switching fabric

A Frame Relay service and Asynchronous Transfer Mode service (offering a range of media-dependent services) is now in place in some parts of Europe. . These services will supplement and eventually replace the X.25 based service and provide both connection-less and connection-oriented services.

The switching fabric is expected to provide a range of cost-effective switching technologies suitable for the digital information types identified above, with appropriate qualities of service

2020 2007 2011 2015

CIDIN + Pt. to Pt. Over X.25 (External only)

Frame Relay PDH/SDH/TDM

Asynchronous Transfer Mode, MPLS Possible new Technologies,



for intermittent (bursty) or continuous traffic at different rates, with different levels of resilience and recovery.

The technology trend is towards integrated network service provision, from network service providers, and subject to Service Level Agreements. The Integrated Network Services will provide a number of interface types for different service user requirements:

• IP over various technologies (between data applications)

• E1 (or higher) bandwidth provision (between TDMs, e.g. for Qsig-based voice, legacy analogue voice )

• Legacy point-to-point data

6.4.5 Bearer Circuits

Bearer Circuits offer the most basic telecommunications capability at the circuit level, but excluding any switching or error detection and correction capabilities. Bearer circuit technology includes terrestrial circuits (copper and fibre), ground-to-ground radio circuits (microwave), generic ground-to-ground Time Division Multiplexed circuits and satellite communications paths (including the use of VSAT end stations where this is cost effective or alternative terrestrial circuits are unavailable)

In the past, ANSPs have leased international bearer capability for interconnection purposes. In the future, bearer services are expected to be invisibly managed by the Switching Fabric Service Provider.

6.4.6 Management of the PENS

An important element of the PENS strategy is the convergence of the currently disparate network and system management technologies to a distributed, “single image” systems management solution (see 6.6.7, Systems Management, Directory Service and Security)

There will be convergence of the CONS and IP management in the short term, in conjunction with end-to-end management of international circuits, and management of the ANSP network integration. Management of the ATN Internet service will then be phased in over the medium term. The management of the underlying switching fabric and bearer circuits will be addressed to the extent appropriate to the selected solutions.

6.4.7 Means to achieve the PENS

The PENS network architecture will be developed to provide a topology-independent IP network service that encompasses existing IPv4 national network deployments. The network architecture envisaged involves the use of IPv6 in order to build an international IP network service. The technical options to realise PENS, within an IP context need to be investigated. Robust institutional arrangements must be put in place between PENS implementers and existing network operators in order to achieve the envisaged service.

Realisation of the PENS will be achieved in the short term, through the federation of existing or evolving ANSP networks that provide common interfaces and service levels where this is feasible and cost-effective. A coordinated programme for PENS provision and ATM system migration in Europe has been initiated. This involves: establishment of a Steering Group, supported by EUROCONTROL, and the selection and award of a contract to a network management organisation.

To support and encourage the need to migrate legacy X.25 network services and applications to the IP network service, two ECIP objectives have been defined:

• COM04 (OLDI FDE ICD over TCP/IP)



• COM09 (X.25 to IP network migration)

For new applications and services, such as AMHS or existing operational system upgrades, this communications strategy recommends the use of the IP Internet protocol. Furthermore, these new applications or services should be designed independently of the version of IP (e.g. version 4 or 6).

Implementation, by bi-lateral agreement, of inter-ANSP digital links using ATS-QSIG in preference to existing analogue systems, (ECIP COM06).

A study into the feasibility, technical implications, interoperability with legacy (analogue and/or QSIG-based) voice networks, quality of service and cost-effectiveness of the introduction of Voice over IP is needed.

The choice of international bearer will be made on a case-by-case basis, based on required performance, costs and availability.

6.5 Mobile Network Services (MNS)

6.5.1 General

The Mobile Network Service, (MNS) provides the communications links between mobiles (aircraft or vehicles) and ground elements and also between mobiles, for voice and data over wireless links, and including network systems management.

The mobile network services are described in terms of:

• The method of access to the spectrum

• The service delivered (Point to point, broadcast, functions, QoS)

and their position in the overall system architecture.

Implementation of the mobile network services is further conditioned by:

• the band of spectrum where they operate

• the availability and appropriate allocation of frequencies

and the geographic area (as this may restrict coverage).

Most ANSPs provide UHF for communication with military aircraft that are not equipped with VHF or 8.33kHz radios (on a National basis).

The military aim to achieve compatibility with civil mobile network services, based on a “New Technology” (see 6.5.3).

6.5.2 VHF Frequency Management

VHF spectrum is the basis for the implementation of existing and new air/ground communications (Voice and Data). However the spectrum is of limited capacity, and therefore effective management is essential.

As a short-term action, in order to manage in an efficient way the VHF Frequencies, States should make all practical efforts for an efficient use of the VHF frequency band and for the provision of adequate resources. ICAO and EUROCONTROL will assist the States in these processes.



ICAO, EUROCONTROL and States must also critically review and improve the quality as well as the management of a central and reliable Frequency database as a prerequisite for concrete improvements of Frequency Management.

By involving the necessary and required staff resources, States have to implement more stringent and efficient measures for better Frequency Management practices at national level, notably by:

• Having regular Audit of existing Frequency usage to limit unused, underused, misused or overprotected frequencies;

• Assessing and prioritising new/changed frequency requests prior allocation taking into account:

• National/European Strategies/projects relying on VHF resource,

• Already assigned VHF resources in concerned and adjacent/surrounding Units,

• Committing to the timely and effective implementation of the allocated frequencies;

ICAO, EUROCONTROL and states have to make all practical efforts to secure the required spectrum for VDL deployment, especially:

• States should avoid assigning and should remove non-VDL services out of the band 136.700 to 136.975 MHz, in order not to jeopardise the introduction of VDL;

• States, in co-ordination with EUROCONTROL, on behalf of IATA should re-allocate the OPC services currently operating in the 136.800-136.875 bands (inclusive), and reserve these frequencies for VDL deployment as recommended by EANPG FMG.

These short-term measures are likely to release spectrum, but it will not be in sufficient proportion in order to cope with the frequency demands (due to normal traffic increase or to specific project implementation (e.g. RVSM, VDL)) at that moment. Therefore a continuous assessment of the spectrum capacity and congestion taking into account the effect of new spectrum management methods need to be implemented. Pertinent technical, administrative and political/institutional measures to complement these on-going short-term actions (already initiated) need also to be identified and implemented.

The Eurocontrol ACG had identified the need to plan the expansion of 8.33 kHz airspace to include all controlled airspace in the foreseeable future. On present indications this action was not expected to meet capacity demands beyond 2016. This would mean that, unless a new technology, or other suitable solutions were identified and agreed to by 2009, all the remaining VHF voice communication requirements in Europe would most likely need to be converted to 8.33 kHz by 2016.

6.5.3 “New technology” mobile communications links

Current estimates show that despite the mitigation provided by the implementation of 8.33kHhz and VDL2, the existing spectrum will become saturated in the medium term.

This estimate does not take into account any further expansion of AOC traffic. In the same time frame, some of the key capacity improvements identified in the EUROCONTROL ATM strategy for the years 2000+ require a higher quality of service than provided by VDL Mode 2.

New technology links may be required to support these future data services. These technologies are expected to be capable of providing integrated voice and data over the same communication channel, however, the business and technical analysis has yet to demonstrate how and where benefits could be achieved. The safety cases of voice and data over the same link will require to be studied with particular reference to failure modes and



consequences. Further benefits exist in the possibility to combine new technology for communications, navigation and surveillance purposes.

The new technology may need to take into account the bandwidth requirements for future proposed security applications, which include downlink of video information.

Figure 11 Mobile Network Services deployment

6.5.4 Data mobile services

6.5.4.1 General environment There are several technological competitors for air-ground (and mobile) data communications links. Cost/benefits analysis, experimental work and pre-operational trials are being, or will be carried out with a view to focusing on preferred technologies for deployment in the ECAC area. Systems currently in operation include:

• The ACARS-based technology, which has only a limited capacity and is not suited to safety-critical communications,

• VHF data link (VDL) Mode 2, which will be used for the initial data links for AOC, ATS/AOA (ACARS over AVLC) and ATS/ATN communications.

• HF datalink, used in oceanic and/or low traffic density airspace, also in polar regions where satellite coverage is poor,

• Mode-S datalink over secondary surveillance radar

• Satellite AMSS (for surveillance)

• High bandwidth passenger communications services for mobile telephony and Internet access.

Systems standardised, being standardised or evaluated, include:

• UAT

2020 2007 2011 2015

Additional sectors above FL 245 (HEX)

Extension below FL 245 to FL195 (VEX)

Designated Control Areas (VEX)

8.33 KHz DSB

25 kHz DSB AM

Voice Services

New Voice System

1090 Extended Squitter for surveillance

VDL 4 for surveillance (ADS-B, TIS-B)

Surveillance

DCL ATIS/ACARS

DCL ATIS/AOA/VDL2

New Data System

ATN/VDL2

Data Services



• VDL Mode3 and VDL Mode4,

• 1090 Extended Squitter

• Next Generation Satellite systems

• Next Generation Terrestrial System based on wideband CDMA technology

• Commercial satellite technology as used for passenger communications

The relative costs (investment and operation) and performance, including spectrum efficiency, of the various technologies need to be analysed and matched against required communications performance of the operational applications. Potential synergy benefits (VDL4 may be used for surveillance) also have to be considered. Because of the high cost of communications avionics assets on board an aircraft, this is an area where the benefits of sharing communications capabilities, between ATS, AOC, AAC and APC have to be taken into account.

Support of the “Gate-to-gate” concept means that the communication requirements between an aircraft on the ground and other entities within the aeronautical community have to be addressed.

6.5.4.2 Phased introduction of mobile data services The timescale for the data mobile network services deployment is illustrated in Figure 11.

AOC and ATS ARINC 623-based applications (DCL, and ATIS) are supported by ACARS. The use of these ACARS services is recommended to be limited to the aircraft not already equipped with VDL Mode 2 capabilities and the airspace users are recommended not to invest any more in ACARS due to its capacity limitation.

To preserve as much as possible the VHF spectrum it is recommended to avoid the introduction of new ACARS frequencies. To overcome the ACARS capacity limitation, aircraft already equipped with VDL Mode 2 capabilities are encouraged to use AOA/VDL Mode 2 services to support AOC and ATS applications (DCL, and ATIS ARINC 623 based).

Note: The ACARS and AOA/VDL Mode 2 services are not ATN compliant. They are thus considered as interim steps only before the use of ATN/VDL Mode 2

ATN/VDL Mode 2 will be operated to support the ATS Link 2000+ applications by 2005. At that stage, ACARS would be limited to aircraft non-equipped with VDL Mode 2 and AOA would be limited to aircraft non-equipped with ATN/VDL Mode 2 capabilities for ATS applications.

Note: It is envisaged that VDL Mode 2 will remain in service to at least 2020.

To cover surveillance applications (e. g. ADS-B), 1090 Extended Squitter services will be operating in some ECAC states in the medium term. 1090 Extended Squitter will be complemented as necessary by VDL Mode 4 pending on clarification of remaining implementation issues (Airborne architecture, definition of the frequency implementation elements and spectrum availability). VDL Mode 4 may also provide a solution for time critical data link applications.

The Future Communications Study being undertaken under the FAA/EUROCONTROL AP/17 is setting parameters for a Future Radio System which is suitable for high performance data communications and hopefully near-real-time digital voice communications. The selected systems are expected to take over a growing part of the traffic supported previously by VDL Mode 2. Decision on a new system technology is expected around 2006-7.



6.5.5 Phased introduction of voice mobile services

The timescale for the voice mobile network services deployment is illustrated in Figure 11.

The 25 kHz DSB-AM system will still be required and used for aeronautical voice communication in the ECAC region.

The mixed 25/8.33 kHz DSB-AM environment is applicable in most of the ECAC States above FL 245. (ECIP COM01, COM02)

To address VHF congestion, the carriage and operation of 8.33 kHz channel spacing capable radio communication equipment became mandatory in the ICAO EUR Region on the 7th October 1999 for aircraft operating above FL245. The Horizontal Expansion from 7 to 26 States took place on the 31st October 2002, with additional adjacent States planning to enforce mandatory carriage in the short term. It is important that every measure possible be taken, to maximise the number of 25 kHz channels converted to 8.33 kHz channel spacing in all existing and planned 8.33 kHz airspace.

Following the ICAO EANPG 44 decision in December 2002, a Vertical Expansion of 8.33 kHz will take place below FL245 (COM03).

This can be summarised in the three following phases:

• above FL195 in the ICAO EUR Region from 2006,

• as required in particular terminal control areas (TMA)s and control zones (CTR)s,

• in Designated Controlled Airspace in the ICAO EUR Region from 2009 onwards.

It is important to note that all practical measures should be taken to minimise the impact on General Aviation VFR and all State Aircraft. Also, States have the right to grant exemptions for aircraft and/or airspace volumes (as per initial implementations).

All airspace users are urged to prepare for the phased implementation of expanded 8.33 kHz airspace and the consequent need for any new VHF communications equipage to be 8.33 kHz compatible. Individual groups, such as gliders, hot air balloons, etc, are encouraged on a voluntary basis to convert to 8.33 kHz as a group, for their own use and wherever this is feasible, ahead of any general expansion of 8.33 kHz airspace. Whilst Operational Control (OPC) users are to be made aware of the critical importance of them converting 25 kHz channels to 8.33 kHz.

To solve foreseen VHF spectrum shortcoming (around 2016), pending the feasibility analysis (efficiency results, operational concept and requirements, cost benefit, service provision organisation) Next Generation Satellite Systems and/or Terrestrial Wideband systems will be deployed to complement 25/8.33 kHz systems. Decision is expected around 2006-7, based on the outcome of the joint FAA/EUROCONTROL AP/17 studies. Of particular concern is the “latency” introduced into voice communications when moving to a packet-oriented digital technology.

Should no new technology, or other suitable solutions that meet the demand of VHF capacity, be identified and agreed by 2009, then 8.33 kHz channelling may be needed for all VHF voice communications requirements in Europe by 2016.

6.5.6 Means to achieve the MNS

The following actions are envisaged:

• ATN/VDL2 is being deployed in the context of the Link2000+ programme; the Agency communication domain is addressing the VDL Mode2 implementation issues and validating its performance.



• VDL2 provision may be via service providers (SITA, ARINC etc.) or by ANSPs themselves. In the longer term, up to 4 channels may be required for ATS purposes.

• Continue the feasibility analysis, to define the baseline for the next generation mobile communication systems, to support ATM voice and data services, taking into account safety, cost benefit, technical and transitional considerations.

• Proactive role in the definition of flexible airborne architecture easing the migration step for new technologies (Software radio, “agile” antennas)

• Study into the possible use of commercial communications services as in use for passenger communications

• Promote the necessary steps to ensure that the selected next generation mobile communication systems are also compliant with the outstanding requirement for civil-military systems interoperability

6.6 System-wide issues

6.6.1 Introduction to system-wide considerations

System-wide issues are those aspects of the COM strategy that influence or constrain multiple components (as described above). These include:

• The use of COTS products

• Safety Management

• Radio Spectrum Resources

• The ATN

• End to end voice communication

• Systems management, Directory Service and Security

• Systems Engineering

6.6.2 The use of COTS products

The industry trends for Information Technology (IT) architecture are towards reduced development costs through reuse of commercial off-the-shelf software (COTS), modularity, achieved increasingly through object-oriented technology, portability and scalability of solutions.

The strategy is to ensure that communications specifications are developed with the total cost of ownership a key concern. This means that any departure from COTS products must be cost-justified in terms of functionality, performance, safety or other specific requirement. However, COTS products are not developed and maintained primarily for aviation, therefore backward compatibility and impact on future maintenance have to be considered when implementing and updating COTS products.

The ATM community should be able to take advantage of the financial and technical momentum that exists in the mass market which is deploying very large and extensive fixed and mobile communications networks based on commercial of the shelf (COTS) products. However, the relatively short life cycle of COTS products also has to be considered. The ATM community needs to encourage the use of the principles set down in ED109 when incorporating COTS software into ATM ground systems.



Commercial Networks and products are designed for the “mass market” without specific regard for the requirements of ATM because it is a “niche market”, the performance and reliability of such networks and products must be taken into account when carrying out the safety assessment of a proposed operational ATM system.

ATM application data in transit over commercial networks will be mixed with many other types of data. For example Aircraft will use the same media for ATM communications, Airline Operation Communications and Airline Passenger communications with the latter probably being the Airline’s commercial driver for equipage. Co-existence of many different traffic types on the network will happen, but safety and regularity of flight must be guaranteed.

The new technology must co-exist with legacy systems and first generation ATM air-ground datalink technologies such as ATN and VDL Mode 2. To benefit from the use of COTS products and services, there needs to be an activity targeted at the selection, validation and adaptation, where necessary, of “mass market” communications technology whilst ensuring that the “multi-modal” use of such technology is possible and meets ATM requirements.

6.6.3 Safety Management

Experience with the early deployment of datalink technology has highlighted the critical importance of taking an overall systems-wide view in the planning stages of the levels of safety that will be achievable by the introduction of new technology into ATS voice and data communications. New communications services can only be introduced taking into account the appropriate safety regulatory baseline, and applying appropriate safety assessment methodologies or guidelines in order to identify and mitigate all safety risks.

A hazard analysis and risk mitigation plan has to be drawn up, which addresses, but is not limited to:

• The operational concepts and procedures which are intended to make use of the communication services,

• Inherent characteristics of the communications service technology (intelligibility, residual error rates, transit time, throughput delays etc),

• Uncertainties introduced by the implementation process (residual software bugs, hardware failure modes, confidence levels in “correct” operation),

• Human factors, particularly addressing the likelihood of mis-input (sender enters the wrong information), and of misinterpretation (by the recipient) of information to be communicated,

• Level of integration with other automation (avionics or ground-based) and the scope for information corruption between automation components and communication components, or between human users of the communications service and other automation components,

Such an analysis has to consider cost implications, notably

• The costs/benefits of alternative hazard mitigation approaches, including non-technical (procedural) mechanisms, alternative technological means (e.g. surveillance), and enhancements to the communications service itself,

• The cost/benefit trade-off between proposed operational improvements and consequential technical changes with respect to the overall economics of ATM.

One of the major factors constraining the operational deployment of new ATS communications services is the protracted timescale for the necessary hazard analysis, safety assessments and certification. The process needs to be reassessed in order to arrive at more speedy operational deployment. Significant improvements can be achieved if safety assessments are conducted in parallel with the technical development, based on assumed



technical characteristics, rather than at the end of the technical development and validation phases.

6.6.4 Radio Spectrum Resources

The ICAO CNS-ATM strategy requires for each of its constituting elements (Communication, Navigation and Surveillance), sufficient and sufficiently protected radio spectrum. Increasing commercial pressure from telecommunication service providers on spectrum allocation in ITU and CEPT fora necessitates a strong defence of existing aeronautical allocations and a co-ordinated effort to ensure spectrum availability for future aeronautical applications.

Radio frequencies are a scarce resource with important economic value for others sectors such as telecommunications. The availability and management of frequency radio bands are strategic matters for the implementation of the EUROCONTROL ATM strategy for the years 2000+.

As a result of the MATSE6 meeting (January 2000), the Agency in close co-operation with ICAO has established new mechanisms for spectrum protection and frequency management processes controlled by the high level Spectrum and Frequency Consultation Group (SFCG).

The communication components which are under threat are the VHF transmissions (voice and data, including the 8.33 kHz spacing), the HF transmissions, the satellite transmissions as well as the new technologies under consideration (radio network, wideband, ...).

The strategy for defending the aeronautical interests is to define an Aeronautical European Common Position and to promote it in the radio regulation and standardisation fora. The strategy recognises the crucial role of the national aeronautical organisations and other European organisations in the European process (CEPT, ...) and relies on ICAO and regional aeronautical organisations to defend aviation interests in world-wide fora, such as ITU.

Furthermore the potential interference that communication systems outside the aeronautical bands could generate to aviation communication systems needs to be carefully investigated as the introduction of new radio-communication systems continues to grow.

6.6.5 The ATN

6.6.5.1 ATN general The ATN has been specified in international standards (ICAO SARPs). Those standards are mature having been validated through extensive prototyping and pre-operational trials programmes and the ATN is now being implemented for air/ground services providing safe and cost-effective data communications to meet the operational needs of the aeronautical community. The initial phase of the deployment consists of implementing ATN Internet service in support of the Link2000+ programme. The service will employ ATN air-ground routers interconnected using PENS IP bandwidth provision and Mobile Network technology as appropriate.

The ATN Internet service will be the communications platform for the air-ground data communications services deployed for LINK2000+ from 2005 onwards.

Studies are required into the possible future use of IP as the internetwork solution for air-ground communications, followed by standardisation work in ICAO.

6.6.5.2 ATN internet Service The ATN internet service has been specified to deliver network services which have been identified as necessary to meet the data communications service requirements for air



navigation applications that conform to the ICAO ATN SARPs. These requirements include specific characteristics such as policy based routing and mobile end systems. ATN Air-Ground end-to-end services will be carried over the PENS IP-based ground networks, using an appropriate SNDCF or tunnelling technology.

6.6.5.3 Coexistence of ATC and AOC data communications services One of the purposes of the ATN is to provide for the co-existence of ATC and AOC datalink services. This is achieved by traffic typing in the lower layers (to allow differentiation between ATC and AOC traffic), and the provision of Generic ATN Communications Service (GACS) as a general-purpose data service.

X

ATNAPCX

ATC centre

ATN IPIP

Airline

ATS AOC

ATS

New Syst

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Wide

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/

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TS only)

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TS only)

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Figure 12 Coexistence of Safety-critical and Non-safety-critical communications

Enhancements to the ATN Internet service will allow that ATN traffic can be forwarded over ground IP networks. In ATN technical terms, this means that the IP network is used as a ground-ground ATN subnetwork via an appropriate SNDCF. It is also envisaged that mechanisms will be developed to allow for the sharing of air-ground communication path between safety-critical and non-safety-critical communications, see Figure 12.

6.6.6 End to end voice communication

There are system issues relating to voice coding and signalling compatibility between digital radio links and digital ground systems that need to be resolved. Figure 13 illustrates the scenario.



Mobile N

etwork

Service

Mobile networkService

Terrestrial Network(PENS)

ATC Centre

Non-PENS

GroundStation

Figure 13 Possible Scenarios for end-to-end voice connections

Transiting networks raises issues of voice quality degradation if coding systems differ from network to network. Ideally, to preserve the highest signal quality there should be a single digital encoding standard from end to end (controller work position to aircraft), with no requirement for intermediate encoding conversions, and which can lead to improved utilisation of spectrum.

A study is required initially to determine the quantifiable requirements, in terms of parameters such as speed of call set-up, number of calls, duration of individual voice messages, longevity of “connections”, end-to-end transit delay, intelligibility of communication (means of assessment for this need to be defined), security, resilience and operational human factors. This study will need to identify metrics for the Quality of Service which is achieved using today’s radio systems, so that any new system can be objectively compared with the current system. The study needs to include a Safety Assessment and hazard analysis to consider potential failure modes and their consequences, with possible mitigation approaches. It will need to describe the requirements in terms of:-

• Naming and addressing conventions

• QoS

• voice quality

• Signalling conventions and interfaces

• Security requirements (authentication and/or encryption)

• Billing or cost sharing, which are becoming increasingly important to the ANSP community.

Standards will need to be adopted to ensure consistency and global interoperability.



There is a relationship between the ATS voice services and the voice paths used for APC, which needs to be studied. In addition there are technical issues and institutional issues related to service provision through third party services that will require resolution.

6.6.7 Systems Management, Directory Service and Security

6.6.7.1 Introduction Systems Management is needed to provide deterministic and controllable behaviour in support of required service levels as bearers, networks and services evolve from simple point-to-point connections towards increasingly complex inter-networks used for digital voice and application-to-application data services.

The systems management strategy is to specify, validate and deploy mechanisms to monitor, control and co-ordinate communications resources with the goal of achieving a seamless communications service in support of air traffic operations. These technical mechanisms should enable flexibility of the organisational aspects of managing services, allowing for centralised, federated or distributed organisational approaches.

To achieve this it will be necessary to evolve from the fragmented and disparate management systems which are in place today, to a harmonised, distributed, “single image” systems management solution, which can then be deployed appropriately to meet the organisational management strategy.

A directory service provides a repository for user-oriented information about communications resources (nodes, circuits, users etc.), including name-to-address mapping, number lookup and searching facilities. The scope and role of a directory service in the context of ATM communications is still to be determined.

With the increasing risks of cyber-crime and cyber-terrorism, security is an increasingly important overlay to any safety critical communications service. Standards have been developed in ATNP to protect aeronautical dataflows from unauthorised interference, both for air-ground communications and for ground-ground communications, including AMHS. However, to deploy these secure communications requires international co-operation on aspects such as cryptographic key distribution and management, establishment and recognition of certificate authorities, and monitoring, reporting and tracking down security attacks.

The security strategy is to ensure that the specified and standardised mechanisms are validated and introduced in a co-ordinated fashion across the ECAC region, to protect information flows using the ground-ground or air-ground communications infrastructure from unauthorised and /or malicious interference. The development of an ECAC-wide Security Policy, including cryptographic key distribution and management, institutional and regulatory issues, will be co-ordinated through the appropriate national and regional bodies.

The increasing interoperability of civil and military systems and the use of shared information raises, in some cases, institutional and systems architecture issues to ensure protection of classified/sensitive military data within the future ATM system.

6.6.7.2 Systems Management Requirements The service levels that will be required of the Pan European Fixed Network Service, and the Mobile Network Service, to meet the needs of safety-critical applications can only be achieved through the use of appropriate systems management and security mechanisms.

Appropriate systems management will be achieved on a distributed basis, with national or regional management centres responsible for specific geographic areas, and central management of the common international PENS infrastructure. End-to-end performance management needs to be developed.



These requirements, together with the roles and responsibilities, will be refined through analysis and studies.

6.6.7.3 Security Security mechanisms need to be provided in the aeronautical communications networks in order to ensure:

• Safety – New technologies must incorporate such countermeasures as are necessary to ensure that the hazard level contributed by attacks through the aeronautical communications system is less than that contributed by attacks through the current communications services.

• Flight regularity – New technologies must incorporate countermeasures as necessary to ensure that the delays and/or diversions and/or cancellations to flights arising from attacks against the aeronautical communications system are no greater than those contributed by attacks on the current communications services.

• Protection of business information – New technologies must incorporate such countermeasures as are necessary to prevent (to a high degree of probability) proprietary or business-sensitive information from being disclosed or made available to, or accessed by, unauthorised third parties through aeronautical communications system.

In generic terms, the issues which need to be addressed are the Confidentiality, Integrity and Availability of information exchanges. To achieve these objectives, the security mechanisms and procedures need to address:

1. Denial of service by jamming or otherwise interfering with the communications link (attack on availability)

2. Masquerade or spoofing, to inject bogus information or messages (attack on integrity), or to attempt to access information (attack on confidentiality)

3. Alteration of message content (attack on integrity)

4. Replay of message (attack on integrity)

5. Interception (passive monitoring) of communications (attack on confidentiality)

For air-ground communications, mechanisms have already been defined in the ATN Manual Edition 3 for creating secure communications services, however international policies have to be defined, and an institutional framework put in place before implementation is possible.

6.6.8 Systems Engineering

6.6.8.1 Introduction The increasing sophistication of applications and changes in the technology used to deliver services require that communications, whether for air or ground, or providing voice or data services, should no longer be planned as independent components. The systems engineering activity is the vehicle for the consolidation of the different requirements and supporting services.

Systems Engineering has a key role to play in identifying synergies between domains in terms of benefits, requirements and potential technology enablers. The purpose of this is to determine whether the development risks and implementation costs associated with specific technologies may be shared across several applications.

There is of necessity in any area of evolving technology, a mix of “top down” operational and user expectations which set goals and objectives, and “bottom up” advances in technology.



It is the role of systems engineering to evaluate requirements and potential solutions, to determine the most cost-effective means of achieving the operational (user) requirements with the available or emerging technology.

The systems engineering activities includes the evaluation of the “Required Communications Performance” (RCP) and the safety and contingency analysis of potential solutions. Example issues that have to be addressed include:

• consideration of how the asymmetric nature of controller pilot data link communications (50% originates at the controller, but of the 50% that originates from the air, less than 1% originates at each aircraft) impacts on subnetwork technology,

• cost/benefits comparisons of the ATN internet versus other networking solutions (e.g. other corporate networks, VPNs, the commercial Internet) over the whole range or aeronautical applications,

• resolution of the approach to air-to-air and broadcast or multi-cast data communications,

• synchronisation of airborne and ground systems implementation.

6.6.8.2 Architecture

6.6.8.2.1 General architectural issues The strategy is to use a layered approach to the specification and implementation of communications functionality, so that major subsystems can be developed, integrated, tested, upgraded and removed without the need to redesign the entire communications environment.

There is the need to adapt the existing ground applications such as OLDI, SYSCO, CIDIN, RADNET, where these have embedded the network service into the application code, to the layered network architecture. This will have an impact on the existing ATC centres infrastructure, but will ease the transition problem of supporting such applications on to alternative sub-networks such as, Frame Relay, ISDN, ATM to fibre optics, Ethernet, fast Ethernet etc. The choice of LAN and WAN technologies will be based on quality-of-service and cost-benefit figures.

Applications Programming Interfaces (APIs) will be specified where appropriate to achieve portability and reusability of components of the communications infrastructure.

6.6.8.2.2 Intra-centre communications ATC centres today are built as “closed” proprietary architectures, on the basis that their internal distribution of functionality and communication is a local matter. In current and future upgrades or replacement, there has to be recognition of an increasing requirement for commonality of approach and functionality, as increasingly complex information structures will need to be exchanged both between components of a centre, and between centres.

The intra-centre strategy has defined a data communications architecture for future ATM components based on open standards, as an enabler for interoperation between end system components within an ATC centre. This has been published as guidance material for states implementing new ATC systems, including the networking protocols.

6.6.8.3 Middleware

6.6.8.3.1 Purpose “Middleware” relates to the software development tools and run-time environments, which support the distribution of applications and data across an unlimited number of hardware and



software platforms. As such, it brings the potential for significant cost savings on new system development, through the reuse of common components, and the standardised approach to inter-computer communications, the complexity of which are hidden from the systems implementer.

The need for middleware was determined during the development of the overall CNS/ATM architecture and has been further identified by application analysis conducted for the communications strategy, for example:

• FDP Interchange,

• Radar data exchange,

• Enhanced Tactical Flow Management,

• AOC/ATS Information Sharing.

However the requirement has not been determined with any precision and in order to formulate an effective development plan for middleware a study will need to be launched to validate the proposed strategy and to determine both the application needs, in terms of services, and the potential technology options. It should be noted that some countries that have adopted a distributed server architecture have already implemented some form of middleware.

6.6.8.3.2 Assumptions The following assumptions will be validated through analysis and studies or otherwise:

• Open standards will be used but not restricted to ISO. Both OSF and OMG standards may be used. The standards to be applied will be the subject of an architecture and software technology study.

• The service definition and interface between the middleware and the application will be determined jointly by those responsible for provision of the underlying communications service and those responsible for the applications.

6.6.8.3.3 Evolution The application requirements for process-to-process communication are largely undefined. In the short term a study will be launched to provide the following information:

• Analysis of application requirements (end to end),

• Software technology trends,

• Transition/ institutional issues – ability of countries to Implement,

• Products – ability of ATC industry to build (open/ modular),

• Cost/ benefit.

In the medium term, it should be possible for implementers in the states and in industry to adopt basic middleware components for administrative and non-safety-critical applications. The issues of safety and certification for more demanding applications will be investigated.

In the long term, it should be feasible to deploy operational systems, including ATC centre components, based on (“certified”) middleware products, at considerably lower cost than would be possible using today’s technology.

6.6.8.3.4 Strategy



The support of middleware is fundamental to the COM strategy, however, the specification, selection, support and maintenance of middleware products is outside the remit of the COM domain, and is a matter for implementers of information distribution and management services.

6.6.8.4 Contingency Concept (Disaster Recovery) A European contingency concept is required which will describe the measures to be implemented for the restoration of air navigation services after the failure of control centres or towers.

The various aspects of fail safety and reliability of the IT systems have always played a central role in systems development, implementation, and in the management of communications systems of the air navigation services. In view of increasing automation and higher degrees of complexity in the hardware and software, these basic principles should receive particular attention during planning. The preparation for possible contingency cases consists of having additional or alternative resources in reserve. The extent of these resources will depend on the outcome of the not yet concluded planning for failure situations. In the assumed case of a catastrophe, the operational capacity of European ATS providers should be restricted as little as possible and reinstated as quickly as possible. After the remaining risk, which is carried by the ANSP, has been determined, resources can be allocated and corresponding concepts developed in conjunction with the telecommunication domain and under consideration of the above-mentioned premises.

Guidelines for Application of ATS Contingency planning are available that provide a statement of overall policy. Work has also been carried out in the context of the EAN project. If it is assumed that the proposal is to focus on network service recovery and continuation, then this should be considered during the PENS architecture and design phase, and in the development of the service level management plan and associated contracts (between States or third parties). What also needs to be considered is that it is end-to-end service that is required. There will be both National or Regional considerations and the plan most cover infrastructure and all media (voice; data; future video or imaging etc).

As part of the disaster/recovery plan, aspects of service delivery/restoration that should be considered include:

• Establishment of application and service priorities – grades of service for recovery as a part of the service management contract

• Costing of grade of service for recovery: The service continuity plan is decided as part of the business impact analysis which will define the RTO (recovery time objective) for the applications. What needs to be borne in mind is the cost of maintenance rises considerably if 24-hr call out is required.

• For mission critical services- provision of remotely accessible/ switchable Customer Premises Equipment (CPE)

• Service management – measurement of transient errors with cut off points for reporting/ re-routing- as many telecommunication faults start as transient conditions prior to complete failure.

• Evaluation of alternative technologies as back up for major outages (for example – Satcom to a recovery centre for onward distribution

• Development and test or risk/recovery scenarios

Security breaches and corresponding recovery actions should also be covered as part of the risk/recovery scenarios



6.6.9 Means to achieve the system wide objectives

The COM Team provides a focal point within the European ANSP community for the international discussion and formalisation of system-wide communications requirements, and the approach to their provision. The Link2000+ Project is looking at the ECAC deployment of the ATN. (ATN)

An ongoing reassessment has to take place to define the functional characteristics, preferred technologies, profiles (viable and useful combinations of functionality) and technological requirements to ensure interoperability, together with target service levels based on how technology evolves and on new operational requirements. This reassessment also needs to address the benefits of technology sharing across several applications. (Economics)

The applicability of commercial off-the-shelf technology in order to reduce investment costs for the ATM community needs to be investigated by addressing the following aspects:- functionality, performance, cost-benefits, safety and transition issues. (COTS)

Further studies are needed for:

• Technological studies and trials on emerging technologies like UMTS, CORBA and Java; (COTS, Systems Engineering)

• Application studies and trials for air-ground, ground-ground and air-air communications, e.g. collaborative and co-operative tools, pilot situational awareness, pilot navigation and –information applications, and support for automatic tools. (Architecture)

The ATN Implementation is driven by the Link 2000+ project based on defined operational requirements justified by a Business Case.

The GACS mechanism is a possible means to allow AOC and ATC traffic to coexist on the ATN. (Economics)

As there are several strands of activity relating to systems management, both organisational and technical, a study will be required in order to investigate more deeply, and to define a system management approach applicable to the particular characteristics of pan-European networks (multi-national/multi-service provider). The target will be to ensure a consistent plan is developed that covers data, voice and the physical infrastructure. (Systems Management and Security)

A study is required to develop and validate specifications for directory services, with the necessary levels of security, appropriate for the ATM community.

It is envisaged that a study will be conducted to specify and standardise ECAC-wide security mechanisms (both technical and procedural) to protect information flows using the ground-ground or air-ground communications infrastructure. (Systems Management and Security)



7. LIST OF STRATEGY ELEMENTS

This section provides an overall road map towards the implementation of the communication services and infrastructure and the policies which guide it.

The following tables itemise the various communications components discussed in section 6 of this document, together with the strategy items, objectives and actions. The last column describes the expected business benefits, which may be in terms of enabling Operational Improvements (OI’s) or of improving communications cost-effectiveness. An additional table identifies other strategy items that arise from other parts of the document, and which need to be addressed in order to meet the communications strategy requirements

7.1 Elements from Section 6

Component Strategy Item Objective Strategic Actions Benefits Data

communication services

Air-ground data communication services

To analyse requirements and define and validate specifications for communications services in support of distributed applications between ATS units and aircraft. Communications support of ADS-based surveillance.

To assess, in conjunction with ODT, the business case for the proposed services, including cost of implementation, impact on ATC and flight crew, safety analysis and transition, coexistence and migration issues. Specify, validate, prototype, trial, define RCP for air-ground data communications services and protocols.

Improved controller and ATC efficiency by reduction of voice interactions with pilots together with provision of services to ATC tools Reduced cockpit workload through digital transfer of information, which can be passed directly to onboard IT systems, Increased safety factor by eliminating human error in interpretation of voice messages.

To consider ATS, airlines and airports in the context of harmonised utilisation of air ground data links

Study the requirements for “Collaborative Decision Making” as applicable in ECAC states. Apply a total systems approach to utilisation of available bandwidth.

Minimised investment costs by sharing the same infrastructure for ATS, AOC and APC purposes To enable ATS providers and airspace users to select the preferred scheduling and routing options for each flight.

Air to air data communication services

To analyse requirements and identify and specify new services

Analyse requirements in order to specify and validate new services.

Improved flight effectiveness, situation awareness. –



Component Strategy Item Objective Strategic Actions Benefits Ground mobile

data communication services

To analyse requirements and identify and specify new services

Identify user requirements. Analyse requirements in order to specify new services. Identify key technologies. Define architecture.

Improved surface management at airports will improve efficiency, meaning more flight arrivals/departures can be handled.

Ground-ground (fixed) data communications services

To analyse requirements and specify and validate data communications services, taking into account the integration of existing and planned national networks, for: • centre to centre • regional organisation

to centre • Airlines/ ATS/

Airports collaboration (CDM)

Identify user requirements Specify and validate new services Plan transition processes where needed Address Met, military, CFMU and CRCO information exchanges Evaluate connectivity requirements for connection to airports and AOC ground infrastructure (in conjunction with airport study group. Migrate applications to IP interfaces provided by PENS

Improved centre efficiency through better information flow. Better services to clients (airlines) through applications such as CDM. Ground co-ordination is a means to achieve some of the air-ground benefits.

AMHS To implement international AMHS.

Implement the transition and migration process In accordance with ECIP COM05. An offline management service is needed to support the introduction of AMHS..

Cost effective migration of legacy AFTN switches to modern technology, with the possibility of COTS software (based on X.400)

”Next Generation information Distribution”

To provide new and more efficient information sharing services for the aeronautical community

Identify user requirements. Study the transition from AMHS to a “next generation” information distribution mechanism.

Lower cost of ownership through use of COTS technology.

To achieve overall communications savings by utilising shared communications for administrative traffic.

Ensure that the architectures allow operational and administrative traffic sharing on the data networks and bearer services. To provide advice and guidance to IT managers.

Reduction in overall communications costs to the ANSPs.



Component Strategy Item Objective Strategic Actions Benefits Voice

communication services

Air-ground voice communication services

To provide an immediate, safe and reliable voice communications service between cockpit and control centre at all times. To provide voice information services

Analyse the balance and impact of datalink use on the voice services in the context of traffic growth. Study the relationship between the ATS voice services and the voice paths used for APC including technical and institutional issues. Study benefits and systems implications of adopting a digital end-to-end voice system. Analyse dialogue management requirements for voice and data synchronisation. Evaluate end-to-end voice technologies which will enhance voice communication. Specify the preferred solution and plan transition. Evaluate the future characteristics of these services in the situation of: • Introduction of selective calling on

voice channels (no broadcast) • Introduction of datalink-based

equivalent services.

Better quality, higher reliability and less congestion on voice circuits will improve flight safety and efficiency.

Air-air voice communications services

To define new requirements based on cooperative ATS concept.

Study the implications of these new operational concepts and examine the impact on air-air voice.

In support of various concepts associated with cooperative ATS

Ground mobile voice communications services

To define the role of ground mobile voice services in the Gate-to-gate context.

Study the communications requirements for aircraft during ground based phases of flight, and for ground vehicles at all time. Study the end-to-end voice requirements in a mixed (fixed + mobile) voice environment, and make technical recommendations for implementation.

To reduce VHF congestion at airports To increase safety by improving end-to-end voice quality and thus minimise the risk of misunderstandings



Component Strategy Item Objective Strategic Actions Benefits Ground-ground

voice communication services

To improve inter-centre voice communications services

Implementation, by bi-lateral agreement, of inter-ANSP digital links using ATS-QSIG in preference to existing analogue systems (ECIP COM06).

Improved call-set-up and speech quality.

To support external communication requirements for CDM and gate-to-gate purposes.

Study access and charging requirements, also security issues.

Wider communications (outside the ANSP community) and improved call-set-up and speech quality.

Pan European Fixed Network Service (PENS)

Data Network Services

To deploy IP-based network services for ECAC-wide data exchange.

Manage the transition process to achieve a consistent high QoS international service level, embodying different technologies.

Cost-effective way of providing harmonised data networking services across the ECAC area.

To utilise IP-based network service for voice communication

Study the implications and technologies necessary to achieve this migration.

VOIP is the mainstream direction for future voice services. ANSPs will save on costs by adopting industry-standard technology.

Switching Fabric To identify and procure integrated network services based on Service Level Agreements

Plan the migration from X.25 to IP over Asynchronous Transfer Mode, Frame Relay and other identified switching fabric technologies.

PNO service provision offers potentially lower communications costs and higher performance, thereby improving the cost-effectiveness of the network services that are based on them.

Mobile Network Services (MNS)

VHF Frequency Management

To facilitate the orderly allocation of frequencies in the VHF COM Band.

Establish and maintain a database of frequency allocation for ANSPs, airspace users and others. Assist States in the process to support efficient frequency allocation.

Immediate access to authoritative information on frequency utilisation, as a tool for frequency planning.

Data mobile services

To specify and validate the necessary data communications links between mobile entities and fixed locations.

Promote cost/benefits analysis, experimental work and pre-operational trials. Evaluate technology options for enhanced mobile data services. Address the integration of ATS, AOC, AAC and APC data over common carriers. Plan transition for ECAC-wide deployment of selected solutions.

This is the enabler for air-ground and mobile data communications services. Cost savings can be achieved where carrier services are shared between ATS and AOC, AAC and APC traffic.



Component Strategy Item Objective Strategic Actions Benefits Voice mobile

services To specify and validate appropriate voice communications paths for ATS use in the ECAC area.

Evaluate the benefits of new technology, e.g. digitised voice, voice compression and direct addressing. Evaluate the ATS use of alternative voice communications technologies such as GSM, UMTS, TETRA etc.

This is enabler to the safety-critical voice communications services. Cost savings may be achievable by the application of COTS voice technology in an ATS environment, subject to satisfactory performance and safety analysis.

To facilitate the expansion of 8.33kHz deployment across the ECAC area

Extend the deployment of 8.33kHz operation horizontally (more sectors) and vertically (lower flight levels)

Improved utilisation of VHF spectrum, resulting in capacity increases in congested air space.

”New technology” mobile communications links

To achieve more cost-effective mobile communications through the adoption and deployment of more spectrum-efficient new technology

Continue the feasibility analysis, to define the baseline for the next generation mobile communication systems, to support ATM voice and data services, taking into account safety, cost benefit, technical and transitional considerations.

Cost savings to ANSPs and airspace users may be achievable by the application of COTS integrated technology in an ATS environment, subject to satisfactory performance and safety analysis..

System-wide issues

The use of COTS products

To achieve faster deployment of new communications services and technologies at lower cost

Ensure that the benefits of using COTS solutions are fully realised in the specification of new communications systems, and that custom-built solutions are only applied where safety considerations make this a necessity.

Cost savings to ANSPs and airspace users may be achievable by the application of COTS technology

Safety Management

To reassess the process of certifying operational concepts embodying new technologies, with a view to simplification and streamlining.

Evaluate, in conjunction with the relevant safety and certification agencies, the process for safety management, hazard analysis and mitigation, and certification of comms-dependent operational concepts.

Shorter certification lead times mean that new technologies, with associated cost savings, can be introduced more quickly.

Radio spectrum resources

To defend and maintain the aeronautical spectrum allocation in Europe and beyond.

Prepare and present the case for aeronautical spectrum to the relevant international bodies.

A necessary pre-requisite to ensure adequate communications channels are available to meet the needs of air navigation.

The ATN To specify, validate, deploy and promote the ATN as the technical answer to aeronautical data communications.

To deploy ATN in the context of LINK2000+ and CASCADE programmes. Evaluate the benefits of IP-based subnetworks.

This is the enabler for the data communications services, particularly in the air-ground arena.



Component Strategy Item Objective Strategic Actions Benefits End-to-end voice

communication To assess and recommend the means to deliver high quality end-to-end voice over multiple fixed and mobile networks

Study and establish the QoS requirements, assess what is achieved today and formulate a cost-effective plan for improved end-to-end voice services.

The benefits associated with new operational concepts need a more wide-reaching voice communications capability across multiple network technologies.

Systems Management and, Directory

To specify and harmonise the approach to systems management and directories in the ECAC area.

Specify and validate the means to achieve a consistent and co-ordinated end-to-end management of communications services in the ECAC area. Plan the transition processes to deploy enhanced network systems management services. Evaluate the aeronautical requirements and costs/benefits for a “Directory Service”.

The maximum efficiency of use of network services can only be achieved through effective management of resources. Directories have the potential to ease the usage of comms services.

Security To develop security mechanisms and the supporting management infrastructure to protect ATS communications from cyber-terrorism

Analyse the security threats to aeronautical communications and to specify appropriate counter-measures. Assist in the formulation of ECAC-wide (and internationally harmonised) security policies and processes.

Communications resources will be protected from attack which would impair the levels of safety necessary for ATS purposes.

Systems Engineering

To ensure that the overall systems design for voice and data communications services meet, in a most cost-effective manner, operational requirements.

Analyse the functionality and Required Communications Performance to meet operational requirements, and assure appropriate solutions are being specified.

Reduced costs and time of implementation through ensuring synchronisation of delivery and service compatibility between different implementations.

To assess the benefits of sharing technological solutions over several applications

Analyse the communications requirements arising in the Navigation and Surveillance domains for synergy with communications domain requirements.

Reduced costs through the use of common technology solutions across domains.



Component Strategy Item Objective Strategic Actions Benefits Architecture To provide a stable

technical framework in which components of the systems may be developed.

To ensure that communications specifications are developed with the cost of implementation a key concern. Define interfaces that identify to users how they may connect to and access communications services.

Reduced risk and cost through the adoption of a clear and logical decomposition of functionality, and management of the impact of change in component technology.

To provide guidelines for the communications architecture of ATC centres and internal data distribution.

Identify and develop appropriate generic profiles of ATC centre communications functionality which may be incorporated into systems specifications, in accordance with EATMP objectives.

Reduction of cost of system definition and procurement through the use of common specifications. Minimised risk of incompatibilities at the communications level.

Middleware To provide common solutions for new communications and data distribution requirements between heterogeneous computer systems.

Study, in conjunction with application owners, interoperability requirements. Study standards and portable software platforms for appropriate functionality. Contribute to work on interoperability policy.

Reduction in complexity and cost for new software to support distributed applications and data, and provision of common solutions which avoid duplication. Risk reduction through use of consistent technology.

Contingency Concept

To identify the communications implications of a European contingency concept To implement the European contingency concept.

Identify the impact on communications provision necessary to meet alternative possible contingency scenarios. To implement the appropriate contingency service.

Continuity of service for end users may be achieved through the adoption of a co-operative contingency concept (rather than discrete national solutions)

7.2 Other elements of the strategy

Component Strategy Item Objective Strategic Actions Benefits Context (from 3.7.2)

Monitoring COM improvements

To verify the expected performance improvements are met.

An ongoing reassessment process will monitor actual improvements (as reported by users) against the target improvements resulting from COM changes.

Continuous assessment of the actual results of COM evolution provides feedback to help tune the COM strategy



Component Strategy Item Objective Strategic Actions Benefits Institutional Issues (from section 5.2)

National regulations, ICAO rules, legal obligations of states.

To obviate the risks of the failure of communications projects through failure to address the related institutional issues.

A study will analyse the pending institutional issues and will propose approaches including specific institutional arrangements and/or regulation packages to resolve them.

The COM strategy can only succeed if due attention is paid to institutional issues in the member states.

Technology R and D (from section 5.3)

New technologies, technology trends

To ensure that the ECAC community is in a position to derive maximum benefit from new and more cost-effective communications technologies as they evolve.

Ongoing research and awareness activities will be undertaken.

New cost-savings opportunities will arise from new technologies, and service level improvements will also be achievable.

Standardisation (from 5.4)

De-jure and industry standardisation

To ensure that the appropriate global standards are available for the communications needs of the ECAC states.

To observe and/or participate in the appropriate standardisation I.

Reduced costs through the use of common interoperable standards.

Service Level Agreements (from 5.4.4)

Telcos, service provision, Virtual Private Networks.

To ensure that adequately defined and harmonised service level agreements are in place to meet the needs of ECAC states.

To develop SLA templates for the procurement of externally provisioned services.

Cost savings will be achievable through the selective use of competent service providers, assuming satisfactory service level agreements can be reached.



8. MAINTENANCE OF THE STRATEGY

This section defines the procedure which ensures that during its lifetime the strategy is updated to take account of technology trends, the changing requirements and policies and the results of cost/benefit studies which narrow down the options.

The Communications Strategy is the basis of the overall planning of the EATMP Communications Domain. The main elements of planning comprise the Communications Strategy, the European Convergence and Implementation Programme (ECIP) and the EATMP Work Programme Document (EWPD).

The Communications Strategy provides the overall framework within which planning of EATMP communication services should conform. It charts the direction within which the communications services should move within the next 15 to 20 years. The Communications Strategy provides an overall framework, to assist in the derivation of CIP Objectives and activities in the EATMP Work Programme

The ECIP describes the agreed performance targets and the convergence and implementation objectives and stakeholder lines of action, pertinent to meet the performance targets through harmonisation within and between States. The ECIP and local CIPs reflect the commitment of States to achieve these objectives and targets within the next 5 to 10 years.

The Communication Strategy must be periodically updated, to ensure that a relevant, validated strategy is available for formulating the ECIP and EWPD updates. Taking into consideration the mechanics of the EATMP Working Structure, the Strategy should be reviewed annually, with a major update at least every 5 years, for which an extended timescale should be introduced. The ECIP and EWPD should be updated at least every 2 years, in line with the strategy.

As they become available the strategies from other domains, the national programmes, actual progress of work and implementation will influence the strategy during its update cycle.

Co-ordination with other EATMP strategies will also be done during the update cycle.

Co-ordination will also be undertaken with airspace users, particularly airlines, to ensure that their needs and constraints are understood when evolving the strategy.


Edition: 6.0 Proposed Issue Page68

9. APPENDIX A – GLOSSARY

This section provides a description of some of the terms and abbreviations used in the body of the document. These descriptions are provided as an aid to understanding the content of this document, and should NOT be regarded as authoritative definitions. If authoritative definitions are required, these should be available in standard communications or aeronautical reference works.

Acronym Expansion Meaning

A/A Air/Air

AAC Aeronautical Administrative Control

Administrative communications between an airline and its aircraft

ABR Available Bit Rate An Asynchronous Transfer Mode service

ACA ATC centre Communications Architecture

A EUROCONTROL task force

ACARS Aircraft Communications and Reporting System

Commercial data service offered between aircraft and ground organisations.

ACL Aeronautical Clearances Service

An ORD service

ACM Aeronautical Communications Management

An ORD service

ACP Aeronautical Communications Panel

ICAO Panel which has taken over (in 2003) the work formerly handled in ATNP and AMCP.

ADAP Automatic Downlink of Aircraft Parameters

ADEXP ATS Data Exchange Protocol

ADS Automatic Dependent Surveillance

Automatic reporting of position and intent by aircraft.

ADS-B ADS Broadcast Broadcasts ADS reports to all listening stations, in the air or on the ground.

ADS-C ADS Contract Sends ADS reports on a contractual basis to specific ground stations.

AEEC Airlines Electronic Engineering Committee

AERO I/H+ Satellite Data 2, 3 services

AFTN Aeronautical Fixed Telecommunications Network

The telegraphic messaging service defined by ICAO and operated by states and/or service providers.

A/G Air/Ground

AGINF Air-ground Infrastructure A component strategy

AGSVC Air ground services A component strategy




AIDC Aeronautical Inter-facility Data Communication

AIS Aeronautical Information Service

AM Amplitude Modulation

AMC ATC Microphone Check

AMHS Aeronautical Message Handling Service

ICAO adaption of the commercial MHS standards (X.400) for aeronautical purposes.

ANS Air Navigation Services The complete service taxonomy for air navigation

ANSP Air Navigation Service Provider An organisation charged with the responsibility to deliver Air Traffic Services.

AOA ACARS over AVLC Possible transition path to datalink

AOC Aeronautical Operational Control

The control / communications between an airline and its aircraft.

APC Aeronautical Passenger Communication

Communications services provided to airline passengers in flight.

API Applications Programming Interface

Application A set of functionality, provided by software and/or hardware, which delivers a defined service to its user.

ARB Authoritative Representative Board

Group established to control the allocation of radio frequencies for aeronautical use in the ECAC area.

ARINC 623 North American specification for ACARS-based messages

ASD Air Situation Display

ASE ATM Systems Engineering A EUROCONTROL task force

ASM Air Space Management

ASN.1 Abstract Syntax Notation 1 Formal notation used for protocol definitions

ASTERIX All-purpose Structured Eurocontrol Information eXchange

ATC Air traffic Control The air traffic service relating to the control of aircraft movements.

ATFM Air Traffic Flow Management

ATIS Automatic Terminal Information Service




ATM Air Traffic Management

ATM Asynchronous Transfer Mode A cell-based digital transport protocol used in the latest high speed data services

ATN Aeronautical Telecommunications Network

1. The ICAO specifications for an aeronautical internet and applications which run over it.

2. The actual physical network (conforming to the ICAO specifications) as implemented in a state or region.

ATNP The ATN Panel (of ICAO) Where the ATN SARPs were developed. Now superseded by the ACP

ATS Air Traffic Services The services to airspace users, and defined by ICAO, to ensure safety of air navigation.

ATSEX ATS External Communications A component strategy

AVLC Aviation VHF Link Control ACARS over VDL Mode 2

BUFR Binary Universal Form for the Representation of meteorological data

CAAS Common AMHS Addressing Scheme

CAP Controller Access to Parameters

An ORD service

CBA Cost/Benefit Analysis

CBR Constant Bit Rate An Asynchronous Transfer Mode service

CCIR International Consultative Committee for Radio

Predecessor to ITU-R

CCITT International Consultative Committee for Telegraphy and Telephony

Predecessor to ITU-T

CDM Collaborative Decision Making A process involving communication between aircraft, controllers and airlines, to determine the optimum available routing for a flight.

CDMA Code Division Multiple Access CDMA transmits simultaneous signals over a shared portion of the spectrum.

CEC The Commission of the European Communities

The administrative branch of European government.

CEN/ CENELEC

Committee for European Normalisation/ Committee for European Normalisation in the Electrotechnical field

European counterparts of ISO/IEC




CEPT European Conference for Posts and Telecommunications

Organisation responsible for European spectrum management

CEU Central Executive Unit

CFMU Central Flow Management Unit

CIDIN Common ICAO Data Interchange Network

The ICAO point-to-point protocols and service used for some data transmission between centres.

CIPD Convergence and Implementation Programme Document

CM Context Management Data application which allows an aircraft and ground station to establish meaningful data dialogues.

CMID Communications “middleware” A component strategy

CMIS/CMIP Common Management Information Service / Protocol

ISO standard for the exchange of management information.

CN Corporate Network A communications network owned by or operated on behalf of an organisation.

CNS/ATM Communications, Navigation and Surveillance / Air Traffic Management

COM Team Communications team The group of state representative and Agency staff who direct the communications policy

CONS Connection-Oriented Network Service

CORBA Common Object Request Broker Architecture

Standardised means by which object-oriented applications broadcast their services or seek required services.

COTRAC An ORD service

COTS Commercial Off-the-shelf (software)

Standard (rather than bespoke) products (usually software)

CPDLC Controller-pilot data link communications

Data representation of voice messages between controllers and pilots.

CRCO Central Route Charging Office

CSD Context and Scope Document Part of the EATMS documentation set.

CTR Control Zone Airspace under specific air traffic control regime (in the context of 8.33kHz operation)

CWP Controller Work Position

D-ATIS Data Link Air Terminal Information Service




DCA Designated Control Area (in the context of 8.33kHz operation)

D-OTIS Data Link Operational Terminal Information Service

An ORD service

D-RVR Data Link Runway Visual Range

An ORD service

DLIC Datalink Initiation Capability

D-SIGMET An ORD service

DCE Distributed Computing Environment

Industry specified architecture for application distribution.

DCL Departure Clearance An ORD service

DPS Data Processing System

DSB Double Side Band

DSC Downstream Clearance An ORD service

DSS1 Digital Signalling Service 1 ETSI profile for QSIG

DU Digital User signalling A EUROCONTROL task force

DYNAV An ORD service

EANPG European Air Navigation Project Group

EASA European Aviation Safety Agency

EATMP European Air Traffic Management Programme

EATMS European Air Traffic Management System

The strategic direction for European ATM.

EAD European AIS Database The provision of a common reference database for Europe

EC European Community

ECAC (region)

European Civil Aviation Conference

Either the body which formulates European civil aviation policy, or the geographic area covered by that body.

ECIP European Convergence and Implementation Programme

ECG EATMP Communications Gateway

A set of software components designed to facilitate the migration from legacy systems and protocols to the newer ICAO data format and interchange SARPs.

ECMA European Computer Manufacturers Association

European standards development body for IT (creates inputs to ISO/IEC)

eFDP European Flight Data Processing




EGNOS European Global Navigation Overlay Service

ETSI European Telecommunications Standards Institute

Responsible for public service standardisation in Europe.

EU European Union

EUR Region European Region

EUROCAE European Organisation for Civil Aviation Equipment..

FAA Federal Aviation Authority

FANS Future Air Navigation Services An ICAO “concept”.

FANS-1/A A set of protocols and messages defined by the industry for initial datalink services, based on ICAO FANS concept, marketed by Boeing and Airbus.

FDP Flight Data Processing

FDPS Flight Data Processing System

FIR Flight Information Region An airspace in which defined services are provided.

FIS Flight Information Service An ORD service

FLIPCY Flight Plan Consistency An ORD service

FM Frequency Modulation

FMG Frequency Management Group

FMTP Flight Message Transfer Protocol

FPDE – TF Flight Plan related Data Exchange Task Force

Frame Relay A data communications technology which provides bandwidth on demand but has low data integrity

FUA Flexible Use of Airspace One of the EUROCONTROL ATM strategy for the years 2000+ future concepts

GACS Generic ATN Communications Service

Gatelink A communications path between an aircraft and a ground network provided at (or near) a gate (at an airport)

Gate-to-gate Concept which addresses all phases of flight, from pre-departure through to parked at destination airport.




GBAS Ground-Based Augmentation System

Means to enhance the precision of GNSS position measurement

GEOS Geo-stationary Satellite Satellite whose orbit is synchronised to the rotation of the earth, and which therefore remains at a relatively constant position with respect to an earth station.

G/G Ground/Ground

GGSNIF Ground-ground subnetwork infrastructure

A component strategy

GNSS Global Navigation Satellite Service

GRAS Ground-based Regional Augmentation System

GSM Groupe Speciale Mobile, now Global System for Mobile communication

The technology and networks which support international mobile telephony.

G/w Gateway

HEX Horizontal Expansion (of 8.33kHz deployment)

HF High Frequency Radio communications in the 2 – 30 MHz range (also known as “Short Wave”)

Hiper-LAN High Performance European LAN

HMI Human-Machine Interface

ICAO International Civil Aviation Organisation

ICC Inter-Centre Communications

IETF Internet Engineering Task Force

The body that controls the release of “standards” relating to the Internet.

IFPU Initial Flight plan Provisioning Unit

Infrastructure Necessary/essential supporting technology and services (hierarchical)

INTER The ATN internet strategy A component strategy

IPAX Internet Protocol for Aeronautical Exchange

Task Force addressing this topic

ISDN Integrated Services Digital Network

A commercial digital telephony offering of the public network operators.

ISO/IEC International Organisation for Standardisation/ International Electrotechnical Committee

Designates the joint standardisation work of ISO and IEC, notably in the IT area.

IT Information Technology




ITS Integrated Tower Systems

ITU-R International Telecommunications Union – Radio

The organisation chartered by the United Nations Organisation to develop specifications for global radio services

ITU-T International Telecommunications Union –Telecommunications

The organisation chartered by the United Nations Organisation to develop specifications for global telecommunications services.

JAA Joint Aviation Authority

LAN Local Area Network

LASS Local Area Augmentation System

LEO Low Earth Orbit Satellites whose orbit is close to the earth’s surface

MANs Metropolitan Area Networks Networks whose coverage is broader than that of traditional LANs, but less broad than that of WANs, typically covering a town, a university campus, an airport.

MATSE Meeting (of ECAC Ministers) on the Air Traffic System in Europe

MBS Mobile Broadcast Services

MDNS Managed Data Network Service Similar to VPN

MEDUP Mediterranean Update Programme

MET Meteorological

MEO Medium Earth Orbit Satellite whose orbit is between the LEO and GEOS orbit levels.

MFC/R2 The signalling system standardised by the ATS community and used by existing voice switching systems

MHS • Message Handling Services

• Message Handling System

Generic industry terms, also a component strategy.

MNS Mobile Network Service

Mode S (SSR)

A means to carry data along with a radar signal.

MPLS Multi-Protocol Label Switching IETF initiative to simplify and improved IP packet exchange over e.g. ATM, Frame relay networks.




NAV Strategy The strategy of the navigation domain.

NEAN North European ADS-B Network

NGSS Next Generation Satellite System

New system based on CDMA/Wideband, for voice and data over satellite systems

NNI Network to Network Interface

Non-Functional Requirements

Requirements which qualify how well a system delivers its specified functionality. Examples include reliability, availability, throughput.

NSM Network Systems Management

NUP NEAN Update Programme

OATA Overall ATM/CNS Target Architecture, OATA

OCD Operational Concept Document Part of the EATMS documentation set.

ODIAC Operational Development of Integrated Air/ground data Communications

ODP Open Distributed Processing The ISO initiative to document the processes involved with specifying and implementing distributed systems.

ODT Operational Requirements and Data Processing team

Off-net Communications with organisations or parties outside the ANSP community.

OLDI On-Line Data Interchange The format and protocols used for data transmission between some centres primarily in Europe.

OMG Object Management Group Industry grouping who specify or register “object” definitions for object-oriented software development.

ONP Open Network Provision Relates to a set of EC directives aimed at opening up the provision of telecommunications services on a fair and equitable basis.

OPC Operational Communications

OPLINK PANEL

OPLINK Panel (in ICAO)

ORB Object Request Broker General means by which object-oriented applications broadcast their services or seek required services

ORD Operational Requirements Document

Part of the EATMP document set.




OSF Open Software Foundation Industry grouping supporting reusable and portable software initiatives.

OSI Open Systems Interconnection

Out of band Signalling system that uses a separate channel (to the voice or data) for signalling.

Outsourcing The procurement of communications services which have previously been provisioned internally from some external organisation.

PABX Private Automatic Branch Exchange

Telephony switch for use within an organisation, and to interface to the outside (public) world.

PCM Pulse Code Modulation Means of carrying digitised voice at 64 KBPS. Used in ISDN and elsewhere.

PDH Plesiochronous Digital Hierarchy,

PETAL Preliminary EUROCONTROL Test of Air/ground data Link

PENS Pan-European Fixed Network Service

PNNI Private Network Node Interface

PNO Public Network Operator Any organisation authorised to, and/or actually offering network services on an open basis.

ProATN Prototype Aeronautical Telecommunication Network

PSS1 Private Signalling System 1 ECMA/ISO/IEC standardised QSIG options for use in private digital voice networks.

QoS Quality of Service

QSIG The “Q” series recommendation(s) being developed by ITU-T for digital voice signalling and supplementary services.

R&D Research and Development

RAP Recognised Air Picture Used in the Command and Control of military air space

RF Radio Frequency

R/T Radio Telephony The “classical” controller-pilot voice communications service

RASA Requirements Analysis Strategy and Architecture

A task force under the COM team responsible for developing this strategy.




RCP Required Communications Performance

The requirements (throughput, delay, QoS etc.) placed on the communications system to meet an operational requirement.

RPOA Recognised Private Operating Agency

Obsolescent ITU-T term for PNO which is authorised to offer network services. (In deregulated environments, such authorisation is no longer applicable.)

RTCA Obsolete acronym – no longer expanded

North American based association for the industry-formulation of aeronautical specifications.

SAP System Access Parameters An ORD Service

SAR Search and Rescue Identified by ICAO as a service to airspace users

SARPs Standards and Recommended Practices

The documents by which ICAO publishes information that is intended to be regarded as a “standard”

SAT Satellite

SATCOM Satellite Communications

SBAS Satellite-Based Augmentation System

Means to enhance the positional information derived from GNSS

SCS System Concepts and Strategy Part of EUROCONTROL (was CSD)

Service A set of functionality provided by a service provider to the service users on a contracted basis (commercial or otherwise).

Service Provider

• Any organisation offering network services on a commercial or other basis.

• Any entity offering services to any other entity

Service User • Any organisation which subscribes to the services of a service provider.

• Any entity which makes use of the services provider by a service provider.

SHF Super High Frequency Radio communication typically in the 500 MHz – 1 GHz range.

Single Image A term used when describing systems management tools, whereby all aspects of the system (comms links, switches, end system services and users) can be monitored from a single management position with a common user interface.

SIP SMDS Interface Protocol




SLA Service Level Agreement The contractually binding set of parameters that define the service to be delivered by a provider to a user.

SM Systems Management

SMDS Switched Multi-Megabit Data Service

SMGC Surface Movement Guidance and Co-ordination

SMSTR Systems Management strategy A component strategy.

SNMP Simple Network Management Protocol

The systems management protocol developed for the Internet.

Software Radio

A radio equipment embodying a stored program controller which can be reprogrammed so that the radio exhibits different characteristics and/or supports different radio protocols.

SSB Single Side Band

SUR Strategy The strategy of the surveillance domain.

SWIM System-Wide Information Management

SYSCO System Co-ordination A means for co-ordination between systems in Europe.

TCP/IP Transmission Control Protocol/Internet Protocol

This acronym refers to the protocols used by the global Internet.

TDM Time Division Multiplexing Used for sharing communications links between a number of users

TETRA TErrestrial Trunked RAdio Standard for digital private mobile radio/ public access mobile radio.

Third Party Term used to describe a service provider, where the communications services are not provided by either of the communicating parties.

TIS-B Traffic Information Service – Broadcast

Ground supporting service returning surveillance information to aircraft.

TMA Terminal Manoeuvring Area

UBR Unspecified Bit Rate An Asynchronous Transfer Mode service

UHF Ultra High Frequency Radio communication typically in the 200 – 500MHz range.

UMTS Universal Mobile Telephone Service

The evolving technology for global mobile (and fixed wireless) telephony

VBR Variable Bit Rate An Asynchronous Transfer Mode service




VCS Voice Communications System System which facilitates the origination and reception of voice communications in the aeronautical environment.

VDL VHF data link

VEX Vertical Expansion (of 8.33kHz deployment)

VHF Very High Frequency Radio communications typically in the 30 -200 MHz range

VLAN Virtual Local Area Network Concept whereby the “look and feel” of a local area network is extended over multiple geographic locations through transparent use of WAN bridges.

VPN Virtual Private Network A network offering from a service provider, which looks (to the user organisation) to be a dedicated private network, but is actually shared between many user organisations.

WAN Wide Area Network

WAAS Wide Area Augmentation Service

X.25 A data communications technology providing bandwidth on demand with relatively high levels of data integrity.

X.75 The ITU recommendations for (international) interconnection of X.25-based data networks.

X.400 The ITU Message Handling recommendations, on which public services are based.



10. APPENDIX B – REFERENCES

The following EUROCONTROL and/or External documents, together with working papers contributed by States and Task Force members have contributed to the development of the text in this strategy.

No. Title and/or description Version Date

[1] The EUROCONTROL Air Traffic Management Strategy for the years 2000+, Volumes 1 & 2

- March 2003

[2[ EATMP Communications Strategy Volume 3 (Background)

1.1 04.06.1998

[3] Link2000+ Programme Master Plan 0.9 2000

[4] ODIAC ORD 2.0 April 2000

[5] Doc 4444-ATM/501 Procedures for Air Navigation Services - Air Traffic Management.

14th Edition

2001

[6] Proceedings of the EU Working Party on Aviation / Transport Counsellors 11 / 13 December 2002

Dec 2002

[7] ED109 Guidelines for Communication, Navigation, Surveillance, and Air Traffic Management (CNS/ATM) Systems Software Integrity Assurance

1 March 2002

eurocontrol_eatmp communication strategy-vol 2-technical description_2006

Documents