NASA Scientific and Technical Aerospace Reports

The use of Aircraft Communications Addressing and Reporting System (ACARS) data link for AOC and ATS continues
to grow. This has also led to the implementation of the next generation VHF Digital Link Mode 2 (VDL Mode 2), to provide
additional capacity and increased data rate, and the Aeronautical Telecommunication Network (ATN). ACARS is essentially
used gate-togate for both AOC and ATS applications. Current ATS datalink implementations that are implemented in many
locations worldwide include digital-Automatic Terminal Information Service (ATIS), pre-Departure Clearance (PDC),
departure clearance (DCL), oceanic clearance (OCL), FANS-1/A Controller-Pilot Data Link Communications (CPDLC) and
Automatic Dependent Surveillance (ADS), and the Centralized FMC Waypoint Reporting System (CFRS) service. In addition,
ATN CPDLC is currently implemented in the Maastricht UACC and will be expanding to other European Airspace under the
Eurocontrol Link2000+ program. Automatic Dependent Surveillance-Broadcast (ADS-B) is also being implemented in
various regions around the world.
Author
Data Links; Aircraft Communication; Satellite Communication; Telecommunication
20060002275 AirNav, LLC, Morganville, NJ, USA
An Integrated Global CNS System
Crow, Robert; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and
Workshop; November 2005, pp. 1-27; In English; See also 20060002231; Original contains color illustrations; No Copyright;
Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM only as part of the entire parent document
Civil aviation has an urgent need for an advanced communication, navigation and surveillance (CNS) system. It should
include the related functions of precision landing guidance, collision warning/avoidance and high speed data linking, and have
global capabilities. When the air traffic limitations at O’Hare airport, and the resulting delays are considered, with many other
major airports in near similar situations, it is clear that certain advanced technologies can greatly reduce these traffic
limitations. It is also clear that such improvements for civil aviation could be used now, not just in 2015 or 2020. It is now
being recognized by much of the government and aviation industry that augmented GPS, even with our 60 year-old CNS
ground-based facilities as backup for wide area GPS signal jamming, will never have the capabilities needed for civil aviation
in the coming decades. GPS is an excellent global navigation system and has innumerable civil as well as military applications,
but it has a poor system architecture for civil aviation. That is, it can provide only one of the three needed CNS functions.
A look ahead has been started by the Joint Planning and Development Office in the FAA, but as yet it has no conception of
the type of system needed.
Author
Airports; Central Nervous System; Global Positioning System; Air Traffıc
20060002282 Mitre Corp., USA
Safe Flight 21 Implementing Broadcast Services
Strain, Robert C.; Proceedings of the Fifth Integrated Communications, Navigation, and Surveillance (ICNS) Conference and
Workshop; November 2005, pp. 1-13; In English; See also 20060002231; Original contains color illustrations
Contract(s)/Grant(s): DTFA01-01-C-00001; No Copyright; Avail.: CASI: A03, Hardcopy; Available from CASI on CD-ROM
only as part of the entire parent document
In March 2003, the Federal Aviation Administration s Safe Flight 21 (SF-21) Program Office drafted a plan for providing
broadcast services along the East Coast of the USA from Florida to New Jersey. A year later, on April 12th 2004, the program
achieved an important milestone by providing operational broadcast services (i.e., ADSB, TIS-B and FIS-B) within the central
Florida region. Today there are 27 ADS-B ground stations installed, certified ADS-B avionics are available and the system is
continuing to evolve. Building on the initial successes, the SF21 effort will continue to deploy ground stations at locations
along the East Coast, in Prescott, Arizona, in North Dakota and several other states expressing interest in participating. In
addition to the ground stations, the system currently interfaces with approximately 50 radars and additional feeds are planned
as the system migrates to new regions across the USA. This presentation will review the current status of the Broadcast
Services System and provide an overview of its capabilities and features.
Author
Avionics; Systems Engineering; Tracking (Position)
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