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Air Ground Data Link Communication
Transcript of Air Ground Data Link Communication
Communication very first ideas in late 70´s
new ICAO department of Future Air Navigation System (FANS) in 1983
In September 1991, 450 representatives from85 States and 13 international organizations accepted The FANS concept,which became known as the communications, navigation,surveillance/air traffic management (CNS/ATM) systems
The aeronautical telecommunication network (ATN) is a part of the CNS/ATM system. In 1993, the task of developing Standards and Recommended Practices (SARPs) guidance material and other relevant documents was given by Air Navigation Commission (ANC) to the ATN. First ATN SARPs package was finalized in 1996. Short history... What is datalink? DataLink - is a system
which is used for communication between aircraft and ATC, when distance between them is to big to use a classical voice-based communication
It is mainly used for sending basic information such as plane possition, altitude, speed, heading, etc... Controller–pilot data
link communications by Michal Časnocha and Patrik Čechovič 2012/2013 - p11331 ATN - Aeronautical
Telecommunication Network The ATN involve subjects and communication services which allow ground, air-to-ground and avionics data subnetworks to interoperate The ATN task is to provide data communications services to Air Traffic Service provider organizations and Aircraft Operating agencies for following types of communications traffic: Air Traffic services communication (ATSC)
Aeronautical operational control (AOC)
Aeronautical administrative communication (AAC)
Aeronautical passenger communication (APC) Differences and benefits of ATN - better clarity of communications resulting in reduced transmission and interpretation errors
- more efficient use of communication channels resulting in less air-ground radio
channels and less dedicated lines on the ground
- possibility of connecting any two-end users (airborne or ground-based) in a global
data communication network environment
- reduced workload for pilots, controllers and other personnel involved in ATM due
to the availability of a variety of pre-formatted and stored messages
- reduced requirements for multitude of communication systems by accommodating
ATSC, AOC, AAC and APC Classical ways of communications suffers of this issues: increasing amount of flights(overruns saturation of one communication point) insufficient number of free communication chanells there is need to read back the messages Controller–pilot data
link communications Advantage of CPDLC easier way how to manage air traffic in event it is bussy, , blocked or deteriorated VHF radio frequency Reduces workload for both ATC and Pilots... Providing extra coverage in areas with insufficient radar contact. (North Atlantic Tracks) ACARS (Aircraft Communications
Addressing and Reporting System) VHF Data Link(VDL) meanes sending aeronautical informations using VHF between 117.975 – 137 MHz assigned by the International Telecommunication Union There is 4 kind of ICAO VDL MOD's ICAO VDL Mode 1
ICAO VDL Mode 2
ICAO VDL Mode 3
ICAO VDL Mode 4 VHF Data Link(VDL) ICAO VDL MODE 2 It is the only mode used nowdays
MODE 1 is insufficiant and MODE 3 wasn´t accepted by airlines(and abandoned to use ine 2004) and they are preparing to accept MODE 4.
MODE 2 is implemented in eurocontrol LINK 2000+(primary link for european single sky) all new aircraft after 1.1.2014 have to to be equipped with CPDLC
VDL MODE 2 consists of 3 layers: subnetwork, link and physical layers.
VDL Mode 2 Physical Layer specifies the use in a 25 kHz wide VHF channel with maximum bandwidth 31,5 kbps, which is maximum speed on the distance 200nm.
High Frequency Data Link Required avionics for HFDL is Communications Management Unit (CMU), or equivalent and an HFDL data radio
Today HFDL has almost 100% coverage of the world, including poles.
HFDL do not require pilots to know specific frequency, because data radio choose automatic the most efficient one.