AMCP-WG C 1st MEETING
11 - 19 October 2000
Montreal
Agenda Item 1:Introduction
1.1The first meeting of the International Civil Aviation Organization (ICAO) Aeronautical Mobile Communications Panel (AMCP) Working Group C (WG-C) was held 11 - 19 October 2000 at the International Air Transport Association (IATA) Headquarters in Montreal. Mr Kors van den Boogaard welcomed WG-C to IATA.
1.2The WG-C thanked IATA for the hospitality received and for the professional manner and thorough planning evident in Ms. Dorothy Williams’ preparation for the meeting.
1.3The Agenda for the meeting and an overview of the working papers were provided (see Attachment A and Brespectively). Attendees introduced themselves and the attendance list is contained in Attachment C.
Agenda Item 2:Results from AMCP/7 - Inventory of Working Group C activities.
2.1Working papers (WP) 3, 4, 5 and 9 were presented. It was agreed that the overview of WG-C activities contained in the report of AMCP/7 (WP 4) will be used as the basis for the work programme of WG-C, further discussed under Agenda Item 12. The relevant extract from the AMCP/7 report is in Attachment D.
Agenda Item 3:Operational Requirements.
3.1No working papers were received under this Agenda Item. The ICAO secretariat stated, that, after internal co-ordination with the ICAO Air Traffic Management Concepts Panel (ATMCP) secretary it was agreed that the development of the operational ATM concept for beyond 2010 per recommendation 4/2 of AMCP/5, did not have the maturity to be considered by AMCP. The only document that could be of use at present is the draft document on Required Communication Performance (RCP) (discussed under Agenda Item 4) as developed by ICAO’s Operational Data Link Panel (OPLINKP).
3.2WG-C expressed its disappointment with the lack of a clear ATM concept and questioned whether WG-C should look at the communication infrastructure beyond 2010. However, considering the long lead-time in aviation for developing, standardising, certifying and implementing a new infrastructure it did not have a choice but to start. It was agreed that it would be necessary to make assumptions on the perceived “ATM requirement”. These assumptions would be co-ordinated with the appropriate panel.
Agenda Item 4: Required Communication Performance
4.1WP 8 and WP 7 were presented containing the Concept of Required Communication Performance Version 1.1 developed by the OPLINK Panel and the comments of the Aeronautical Telecommunications Network Panel (ATNP) respectively. The meeting was made aware that the week before WG-C the OPLINK panel held a Working Group meeting in Berlin and issued Version 1.4 of the RCP requirements. After co-ordination between the ICAO secretaries it was agreed that WG-C would use Version 1.4 (see WP 23) to provide its comments to the OPLINK Panel.
4.2WG-C comments on the Concept for RCP Version 1.4 are reflected in the communiqué for AMCP WG-C to the OPLINKP (Attachment E). WG-C questioned the real value of these comments, as it is very doubtful that the present document can be used to determine the RCP type in a specific airspace but more importantly how operational approval could be achieved. Furthermore, it was noted that although OPLINKP worked for more than 4 years after the request from AMCP the result was only a partial definition of the required communication system performance.
ACTION WGC/1-1: The ICAO AMCP secretariat to bring Attachment E to the attention of the ICAO OPLINK Panel secretariat.
Agenda Item 5: VDL implementation
5.1No working papers were received on the VDL implementation. At the meeting the FAA presented its VDL Mode 3 implementation programme (NEXCOM) and the Swedish CAA presented an update of the VDL Mode 4 programme.
5.2The FAA intends to implement an initial set of non-time critical controller-to-pilot data link communications (CPDLC) messages in 2001 (Build 1/A) using VDL Mode 2 via a service provider. The VDL Mode 3 contract to acquire multi mode radios to support the US NEXCOM program will be awarded in the same time frame. ATC voice services will begin to use VDL Mode 3 in the upper airspace in 2008. Migration of ATC VDL Mode 3 data communication services, such as CPDLC and pre-departure clearance (PDC) are planned to begin in 2010. The current analogue voice will be supported in the lower classes of airspace at least until 2015.
5.3Eurocontrol presented the strategy for Mobile sub-networks for Europe based on the roadmap attached to WP 16. A first endorsed step includes the introduction of VDL Mode 2 starting around 2003 and the horizontal expansion of the 8.33 kHz in the upper airspace of 28 States in October 2002. This stable step is recognised to fulfil the known requirements up to around 2010.
A second step is currently considered, including the utilisation of 8.33 kHz in lower airspace, VDL Mode 4 for Communication services and VDL Mode 3 around 2010. Considering the frequency availability issues in Europe, the assessment of a new system is also included in this second step. VDL Mode 4 is also considered for ADS services with a potential global introduction around 2006. No decision has been taken for the introduction of the systems on a global basis as part of this second step. Local implementation for ADS-B based on VDL Mode 4 will start around 2003.
5.4On VDL Mode 4 the NEAN (North European ADS Broadcast Network) Update Programme Phase II (NUP), North Atlantic ADS-B Network Update programme (NAANUP) and Mediterranean Update Programme (MEDUP) were presented. The programmes are intended to deliver an extensive pre-operational ADS-B platform in the participating states supporting various ADS-B applications. It is aimed to integrate ADS-B in some operational ATC centre by 2003 and introduce Air/Air application by 2005.
ACTION WGC/1-2: WG-C to request AMCP Panel members to provide updates on VDL implementation programmes.
Agenda Item 6:Review of the Annex 10 radiotelephony procedures
6.1WP 10 contained proposals to amend the Annex 10 radiotelephony procedures with the objective to include possible new procedures associated with the introduction of data communications and satellite communication. Some of the proposed amendments were accepted by WG-C and would be dealt with by the ICAO secretariat. However there was a general feeling that there was a certain inconsistency in others.
6.2For satellite communication a note was already included in Annex 10 stating that the established VHF procedures for SATCOM shall be used where applicable. In conclusion WG-C agreed that Annex 10 radiotelephony procedures should be revisited as follows:
a)To address where the present VHF voice procedures would be applicable for satellite communication and if new specific procedures are required.
b)To address where the present VHF voice procedures would be applicable for VDL Mode 3 and if new specific procedures are required.
c)To address to what extent there is a specific need to include pilot/controller procedures for the use of data link.
ACTION WGC/1-3: WG-C to revisit the Annex 10 radiotelephony procedures.
Agenda Item 7: Future systems
7.1WP 6 describing the ICO Aeronautical Services Concept was treated as an information paper, as no message was received that ICO intended to provide communication to conform to ICAO standards.
7.2WP 11 enhanced by a visual presentation informed the meeting on the status of the Universal Access Transceiver (UAT). The UAT has been designed from a “clean slate” specifically for ADS-B and other related broadcast data link applications. UAT operates on a single common channel in all airspace and the band 960-1215 MHz was chosen for UAT due to its 1 MHz channelization and its designation as an Aeronautical Radio Navigation Service (ARNS) band.
More recently, UAT has been selected by the FAA’s Alaska Region as part of their Capstone Program. Capstone is a safety improvement initiative, which initially will include the installation (at FAA expense) of production UAT radios and display systems in approximately 140 air taxi aircraft and establishment of UAT ground stations at approximately 12 sites. A key operational objective of Capstone is to use UAT/ADS-B in an area of Western Alaska - with little or no radar coverage - to provide “radar-like” ATC services. Currently about 60 aircraft installations have been completed and the end-to-end ADS-B system including the Anchorage Center automation system is being validated. The target date for initial ATC “radar-like” services is 1 January 2001. Upon successful completion of this initial phase of the program, plans are to develop infrastructure state-wide in Alaska. Work is continuing on the development of technical descriptions and validation, which could serve as the foundation for SARPS if they are needed.
7.3WP 17 reported on the progress of the wireless communications around airports. At present the AEEC (Airlines Electronic Engineering Committee) Aircraft Network File Server sub committee mainly conducted the developments. WG-C noted four basic issues, which could significantly reduce the feasibility of the wireless “gate link” as an ATS/AOC data link. These issues are:
a)The specific gate link is not designed to be an ATN compatible sub-network but the internetworking is based on Internet Protocol (IP).
b)It is intended to operate in the 2.4 GHz industrial, scientific, and medical (ISM) equipment band and thus will not receive the regulatory safety protection for aeronautical communication.
c)There are 13 patents on the DSSS (Direct Sequence Spread Spectrum) mode of operation, and
d)The various options for its operation (e.g. FHSS or DSSS) could prevent global interoperability.
It was noted that a possible introduction of this system might relieve the congestion in the VHF communications band.
7.4WP 19 introduced the dilemma of the fast pace of the technological innovations. This pace far exceeds the ability of civil aviation to adjust and adapt the aviation regulatory infrastructure so these new technologies could be properly evaluated for their potential to be introduced for aeronautical safety services. It is likely that the passengers will enjoy communication systems that are in some aspects superior to the systems used for ATC safety services. An illustrative example is the increased offering of broadband communication system supporting Internet services to passengers, while the access from the cockpit to air ground databases are not even contemplated. An important element is how future aeronautical safety communications should be conducted.
7.5WP 20 addressed the potential of VDL-4 to support communications applications such as CPDLC.. Although VDL Mode 4 SARPs were validated only for surveillance, they didn’t preclude the use of VDL Mode as an ATN sub-network. Since VDL Mode 4 SARPs were accepted at AMCP/7 and by the ANC, WG-C agreed that WG-M would be appropriate WG for consideration of the recommendation of WP 20. WG-M has responsibility for maintenance and changes to all AMCP SARPs. During discussion, one State expressed concern about expanding use of VDL Mode 4 beyond surveillance without validation of CPDLC and other communication applications. It was agreed that WG-C would request AMCP WG-M to validate the sue of VDL Mode 4 as a communication system.
7.6WP 21 provided an update on the European Space Agency Sponsored development of a service demonstrator for a future dedicated air/ground safety satellite communication system. A contract has been awarded to study and design a Satellite Data link System (SDLS) Service Demonstrator. It is intended that after validation of the technical performance of the SDLS, it will be offered for operational evaluation.
7.7WP 22 contained a draft of requirements and key features for a future aeronautical communication system, either terrestrial or satellite based, to cope with high air traffic density airspace. It presented some results from an European Community (EC)-funded project on emerging technologies and more specifically the potential use of next generation satellite systems (NGSS) for ATM. WG-C felt that this proposal, as well as the ETDMA (Enhanced Time Division Multiple Access) concept (although this proposal has been put on stand-by), could be further pursued, if necessary.
7.8WP 25 reported that the United States Federal Communications Commission moved to the next step in its process of establishing policies and service rules for the Mobile Satellite Service in the 2 GHz band by adopting a Report and Order on 14 August 2000. The Boeing filing in this proceeding proposed to provide AMS(R)S in this band. The Report and Order states that AMSS is an example of MSS and that AMSS includes AMS(R)S. The meeting noted that this assertion is not consistent with the present rules within the aviation regulations, such as ICAO standards and recommended practices.
ACTION WGC/1-4: WG-C to draft a communiqué to WG-M requesting that validation will be initiated for VDL Mode 4 as a communication system, including the ATN complaint CPDLC application and the broadcast communication application.
Agenda Item 8: VHF need beyond 2010
8.1WP 15 and 16 presented the developments with the implementation of 8.33 kHz in the European Airspace. It is expected that after 2002/3 the demand for voice channels can not be fulfilled. Increasing the number of sectors using 8.33 kHz both in horizontal and vertical direction will only provide relieve until 2008. If the request for voice channels does not diminish alternative ways have to be sought to satisfy the demand. It was noted that it was unlikely that VDL Mode 3 would provide more voice channels and whether it could be implemented in a band already congested with 8.33 kHz assignments. Another alternative might be to look at a system operating outside the VHF communications band.
8.2WP 18 provided an overview of the use of the 118-137 MHz band in the USA. The objective of the paper was to inform the group that some countries manage this band differently than others. It was noted that within the US, 123.45 MHz was assigned to support flight test communications, but no impact on use of this frequency for air-to-air communications in oceanic and remote areas was expected. WG-C was informed that the increasing congestion in the 118-137 MHz portion of the VHF band in the US would be resolved for the foreseeable future with the implementation of VDL Mode 3. It was also noted that VDL Mode 2 was designed and is being implemented to satisfy the requirements for AOC data communication whereas VDL Mode 3 was designed and is being implemented to satisfy the requirements of ATC voice and data communications service.
8.3WG-C discussed alternatives, which were contemplated to expand the VHF communication capacity. The two most likely alternatives are; the extension of the VHF communications band into the VHF Navigation band, and the transfer of a part of the ATC communication functions into another aeronautical band to relieve the VHF congestion. Whether these alternatives can be pursued is dependent on the availability of spectrum in other aeronautical bands. As the necessary expertise to answer this question would reside in AMCP WG-F, it was agreed to address this issue to WG-F.
8.4WG-C having to establish the future VHF communication need beyond 2010 based on the ATM concept which is to be developed, questioned whether the surge in voice channel requirements would taper off with the introduction of the new global ATM system. The present implementation plans are highly dependent on this question. It was agreed that it would be directed to ATMCP.
8.5WP 27 introduced some general example requirements for the future aeronautical communications system for the purpose of exploring band options. WG-C considered these requirements more of a system nature than a direct regulatory spectrum nature and should be taken into account in the communication requirements which are to be developed for the year 2010 and beyond.
ACTION WGC/1-5: WG-C to draft a communiqué to WG-F with the request to assess the possibility of alternative AM (R)S allocations.
ACTION WGC/1-6: WG-C to draft a communiqué to ATMCP to identify the problem of a shortage of voice channels.
Agenda Item 9:Future VHF frequency selection/usage
9.1No papers were presented under this Agenda Item. WC-C looked at the assigned activities by AMCP/7 and agreed that the system aspects of 8.33 kHz and VDL Mode 3 channel labelling would be a matter of WG-M. Noting that the present VHF system has around 6,080 channels it would be more appropriate for WG-C to look at how the controller and the pilot could be relieved from the high workload resulting from frequency channel management.
9.2It was agreed to include this element in the requirements for the VHF need beyond 2010. The requirements will be developed on the principle of a common simple human interface for all communication alternatives.
ACTION WGC/1-7: WG-C to assess the potential of reducing the involvement of pilot and controller with frequency channel management.
Agenda Item 10: Multi use of vocoders
10.1WP 24 covered the issue associated with the introduction of end-to-end digital voice communications. It is proposed that AMCP should investigate the issue further to determine if development of additional ICAO material is required. Several members indicated they are presently working on this problem and it was agreed that WG-C would undertake the following recommendations per WP 24:
a )introduction of general guidance material cautioning against the potential impact of the use of tandem vocoders and/or digital/analogue conversions and stressing the need of careful transmission planning for the end-to-end connection;
b)definition of minimum end-to-end requirements (such as intelligibility and delay) to be satisfied by all ATS voice connections; and
c)detailed study of specific cases of tandem vocoder connections including digital/analogue conversions and development of specific guidance material for those cases.
ACTION WGC/1-8: WG-C to develop material to be included in ICAO standard/guidance material to address the issue of air/ground vocoders in tandem with ground-to-ground vocoders.
Agenda Item 11: Communication scenario’s
11.1WG-C made an inventory of the discussions and presentations under the previous agenda items. WP 12, 13 and 14 were briefly introduced, as they were a compilation from previous work being performed to make an inventory of system alternatives with the objective to reduce the alternatives.
11.2WG-C discussed the various options on how to address its main task of addressing the VHF communication need beyond 2010. It was agreed that guided by the material in WP 12, 13 and 14 and the presented working papers, a report would be developed entitled: “Communication scenarios from present until and beyond 2010”.
11.3The report should at least include: