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Futures Trends of the Aeronautical

Telecommunications Network (ATN) and its


contributions to the operational safety
Oscar Fernando Pico Ortiz Oscar Eduardo Guzmán Cuesta Jorge Eduardo Ortiz Triviño
MSc (c) in Telecommunications MSc (c) in Information Science PhD in Computer and Systems
Engineering, National University of and Communications, Distrital Engineering, National University of
Colombia University Francisco José de Colombia
Researcher GITUN Group, National Caldas Associate Professor, Researcher
University of Colombia Bogotá, Colombia GITUN Group, National University
Bogotá, Colombia oscarguzman@ieee.org of Colombia
ofpicoo@unal.edu.co Bogotá, Colombia
jeortizt@unal.edu.co

Abstract— This paper reviews the state of the art regarding implementation of these technologies seeks to automate the
with the implementation activities and standardization of ATM Air Traffic Management in order to meet the growing
aeronautical telecommunications network (ATN) for the different demand for air navigation services globally for the next two
air navigation services providers and governing bodies of civil decades [3] [4].
aviation in the American and European environment and its Moreover, linked to technological development is the
contributions to the operational safety. It establishes a time growth of the complexity of the control systems of airspace
perspective of the development of CNS/ATM (Communications,
and its implications in maintaining safety. The process of
Navigation, Surveillance/Air Traffic Management) and the
aeronautical telecommunications network (ATN) is located in this
improving safety has led to a drastic decrease in the number
evolutionary process, from the operational and technological and severity of incidents and aircraft accidents [5].
standpoint. The paper presents a general model of aeronautical The aeronautical telecommunication network is seen as a
telecommunications network (ATN) based on the operational technology, which implemented with a set of procedures and
concept of the International Civil Aviation Organization (ICAO) regulations, improve barriers to prevent aviation accidents and
embodied in its guidance documents and regulatory material, incidents, this contributing to the improvement of safety [5]
describing the most commonly used generic applications. In turn, it
[6].
is an analytical description of the main efforts for implementation
and standardization of the various regulatory agencies and Among the technologies given in the CNS/ATM concept
providers of air navigation services and European Americans, with therein lies the Aeronautical Telecommunication Network
emphasis on the process of implementation and migration services (ATN) [3] [7], which is designed to be a robust data network
for each generic application (ground-ground, ground-air and air- connectivity enabling ground-ground, ground-air and air- air to
to-air). Finally examines future trends for the development of the its users [8] [9] [10] [11]. This technology will allow
aeronautical telecommunications network (ATN), its contributions connection to the world of civil aviation authorities, aircraft
to the operational safety and conclusions are made about the raised operators, airlines, and other users of aeronautical
topics.
communications services [12].
The above mentioned technology will have to allow the
Keywords— Aeronautical Telecommunications Network,
operational safety, ATN, FANS.
connection worldwide, of civil aviation authorities, aircraft
operators and other users of aeronautical communications
services [12]. The ATN will have to satisfy all the demands of
I. INTRODUCTION communications between the users of the ATM system. One of
The International Civil Aviation Organization (ICAO), the segments that are being implemented by major rapidity is
aware of the need to improve the facilities and services used the communications between ATS dependences in terrestrial
for air navigation, with the growth in air traffic worldwide, applications, migrating old applications based on X.25
created in the early 1980s the FANS (Future Air Navigation networks to applications based on IP networks [13].
Services) committees [1] [2], which after more than a decade The part II of this article describes the operational concept
of study, introduced in 1993, a concept for the future of the network ATN supported by the generic modeling
aeronautical communications technologies based primarily on established by ICAO in its Standards and Recommended
digital data networks and open telecommunications networks. Practices (SARPs) and related guidance material.
This concept is called CNS / ATM (Communications,
Later in Part III will be an analytical description of the
Navigation, Surveillance / Air Traffic Management) and the
status of implementation and standardization activities of the
various governing bodies of civil aviation and providers of air not related to safety and is focused to an administrative and
navigation services. Take as the context and scope of the private communications [8].
analysis efforts by ICAO as the main regulatory body for civil
aviation worldwide [7], European efforts framed in the SESAR The ATN is modeled by applying the seven OSI layers
project [14] [15], the activities of the FAA ( Federal Aviation reference model [9], where it manages to communicate end-
Administration) and NASA (National Aerospace user systems (end-end communication), which can be fixed
Administration) U.S. [16] and the strategy taken by the states (ATS) or mobile (aircraft), through intermediate systems and
of the Caribbean and South America, for the implementation of data communication subnets based on digital data links [12]
ATN networks [13] [1] as shown in the evolutionary scheme of [19]. The ATN conceptual model proposed by ICAO is shown
Figure 1. in the figure 2.
The ATN has multiple subnets that will support the ground-
ground, ground-air and air-to-air, exchanging information
between the following entities in general [7] [8]:
• Ground-Ground subnet: exchanges
information between air traffic control
dependencies and between air traffic control
dependencies and aircraft operators [17].
• Ground-Air subnet: exchanges information
between air traffic control dependencies and
aircraft crews [9].
• Air-Air-Subnet: exchanges information
between aircraft crews [20].
The subnets are supported by sets of technologies, with
their respective protocols, which provide certain advantages
Fig. 1. Evolutionary scheme of the activities of standarization and over each other . ICAO defines some of these technologies in
implementation of ATN its regulations and guidance material [7], however these are not
restrictive technologies identified, a service provider can use
Part IV examines the various trends that set the standard in one or a set of technologies, different from the standardized by
the future in implementing ATN networks and their ICAO, which allows meet operational requirements [11] [21].
contributions to improving safety.
Finally in Part V will be some conclusions on the issues
raised in the document.

II. THE ATN


In the development of generic reference model, ICAO
defines the technical operational requirements for the ATN that
is designed to provide data communications services to
providers of air navigation services and aircraft operators
companies primarily for carrier data to support the following
kind of services [7] [8]:
• Communications of air traffic services (ATSC) with the
aircrafts
Fig. 2. ATN conceptual model [6]
• Communications of air traffic services between ATS
dependencies The different applications that still be made, about the
• Communications control of airlines operation (AOC) network ATN, will be used to provide communications,
navigation and surveillance (CNS) indispensable for the
• Aeronautical administrative communications (AAC) provision of management service air traffic (ATM) [12]. For
The first three services listed above, are essential for the these applications applies the same criterion that for subnets,
safe development of air mobility and seek through the this implies that the same depend on a set of technologies and
exchange of messages with the crews of aircraft, aircraft protocols that are not defined restrictively [7] [21].
operators and units involved air traffic control, preventing Generic applications differ in ground-ground applications
collisions between aircraft in flight and maneuvering areas of (G-G), ground-air applications (G-A) and air-air applications
airports and maintain order and the capacity of the air traffic (A-A), which are defined as follows [12] :
flow [9] [17] [18]. Such services are deeply related to safety
and require high integrity and availability. The last service is
G-G Application: Data communication between facilities • Gradual migration to new communications services
(AIDC). Generic Application-oriented data communication
between adjacent control centers to share messages • Capacity growth and upgrade
coordinating flight plans. Usually uses the old network To achieve this task, it is required that the ATN architecture
dedicated AFTN or X.25 networks for data communication enabling transparent management of diverse technologies for
service providers [1]. This is the case of OLDI, European data binding, be it terrestrial or satellite links [27]. Moreover as
standard, based on X.25 that allows data communication the main objective for the general layout for the
between adjacent control centers [22]. AIDC applications over implementation and standardization is based on the operational
the ATN network will be migrated to IP networks using X.400 requirements such that the diverse airspaces it is homogeneous,
messaging protocols directly or through a Gateway AFTN / allowing it to interact the terrestrial facilities with different
AMHS [23] [17]. onboard equipment, when it´s moving from one network
G-G Application: Service applications ATS Message domain to another [12] [28] [29].
Handling (ATSMHS). Generic Application oriented
aeronautical messaging communication as NOTAM's, flight A. ICAO
plans, weather reports and general information relating to the The International Civil Aviation Organization (ICAO), the
control and monitoring of flights [17]. IP protocols are world governing body, states in its standards and recommended
implemented through messaging and X.400 [23]. [7], as well as guidance material available the minimum
G-A Application: Applications of controller pilot data link requirements to be met by the ATN network of any service
communications (CPDLC). Generic Application-oriented provider air navigation worldwide [2] [8]. The primary
communication for operational data exchange between objective of ICAO through its ACP working group
controller and pilot to track flight safety messages and transmit (Aeronautical Communications Panel) was to host the best
air traffic control [9] [24] [25]. engineering and operational practices of the industry to
translate them into a document specific detail where network
G-A Application: Applications of automatic dependent architecture, applications and services provided by the ATN
surveillance broadcast mode (ADS-B). Generic Application for were defined. This document, called DOC 9880, was
aeronautical surveillance allows the controller knows the completed in 2006, published in 2010 the final version [3]. In
location in four dimensions of the aircraft and identification. this paper ICAO standardization favors using OSI protocols in
Allows enhanced features that are currently under construction a data communication based on the generic model reference
[6] [25]. seven layers of the ISO [7] [17] [18].
G-A Application: Applications of flight information
services (FIS). Generic Application allowing crews deliver
aircraft warning and information useful for the safe and
efficient conduct of flights [8] [25].
A-Application: Applications of automatic dependent
surveillance broadcast mode between aircraft (ADS-B IN).
Generic Application that allows aircrews with surrounding
traffic information in real time, in all phases of flight, thus
allowing for increased levels of security [6] [26].

III. ACTIVITIES OF IMPLEMENTATION AND STANDARIZATION


Each provider of air navigation services will implement its
own ATN considering the following aspects of operation for
the modeling of the architecture and design of the network, in
order to achieve sufficient capacity to fulfill operational
requirements [1] [12] [27]:
Fig. 3. ICAO ATN/IPS architecture [12]
• Transport Technologies and Data Links
In parallel, ICAO, continued to develop an alternative way
• Mobility of implementing the ATN network based on IP protocol suite
• Security (ATN / IPS), using a simplified network architecture provides
four layers according to the Internet Society (ISOC) Internet
• Access standard STD003. Also, using commercial network protocol
defined by IETF RFCs in their, in particular the use of IPv6
• Quality of Service (QoS)
and TCP, is standardized by ICAO DOC 9896, published in
• Interoperability with other networks 2010 [12] [30]. This network architecture has substantial
advantages for implementation with respect to the description
• Compatibility with existing communications services based on the ISO / OSI model, among which are the following
(voice services) [31]:
• The development of OSI protocols is stalled for lack of The first IPAX is an initiative of EUROCONTROL in
commercial interest and the development of order to migrate the network to be had at the time for ground-
commercial products using this concept ATN will be ground communications, based on X.25, a network based on
costly and time consuming. TCP / IP, which converge ATSMHS services and AIDC, to
communicate ATS uniform throughout the European continent
• Aeronautical communications need the best state of the and conduct civil-military coordination [32]. The final results
art, from the above, the IPv6 protocol is improved are compatible with the network structure defined by the ICAO
protocol for networks that can meet the operational DOC 9896 and managed to migrate all traffic previously based
requirements defined. on X.25 IP [14].
• The commercial interest in developing applications for
the IPv6 protocol is much higher and there are many
efforts in the industry to improve product significantly.
As shown in Figure 3, the model of network architecture is
mainly based on IETF protocols. Analyzing the
implementation factors have previously seen that for the
physical layer and data link protocol is not defined or
transmission medium in particular is only evidence that can be
a combination of technologies that meet the operational criteria
or already regulated in SARPs [7] [12].
For the network layer is mainly based on the IPv6 protocol
as defined in RFC 2460. The use of IPv6 allows in this case to
ensure mobility (RFC3775), dynamic routing capabilities
between networks (RFC2858 BGP-4) and quality of service
(Diffserv RFC2475) [12].
To achieve the look of interoperability with existing
networking protocol is implemented IPv4 and IPv6
compatibility defined in RFC4213 and support voice services
using VoIP protocol RFC 3246. While the security aspect at
the mobile and fixed network is not treated as mandatory but
Fig. 4. Network integration Architecture in NEWSKY project [20]
optional, whether to recommend the use of IPSec and IKEv2
protocols, both in the links Ground-Ground and Ground - Air The Newsky project achieved communications
[12]. homogeneity of European airspace on the basis of the concept
In the transport layer uses the TCP and UDP protocols, but COCR and serving in turn as a reference for the construction of
not a differentiation to services and applications to be used a single European airspace raised in the SESAR project, by
either. To achieve consistency and efficiency in the use of converging all in one aeronautical applications network using a
bandwidth satellite links are used algorithms ROHC (Robust network architecture, service-oriented (SOA) and independent
Header Compression) [12]. of the medium access layer and data link [14] [19] [33].
With the solution proposed by Newsky network was
B. EUROCONTROL overcome the obstacles to mobility, security, quality of service
The strategy of EUROCONTROL (European Organisation and getting media access to this integrated network architecture
for the Safety of Air Navigation) is based on the operational compatible with all aeronautical mobile and fixed [11] [21]
concept COCR (Communications Operating Concept and [34] [35].
Requirements for the Future Radio System), held in
conjunction with the FAA which emphasizes the need to C. FAA/NASA
increase the capacity of communications infrastructure with the In the United States has taken the COCR operational
screening of air operations will double in the European and concept developed together with EUROCONTROL, to make
U.S. airspace in 2020 [15]. way for a U.S. single sky concept known as NEXTGEN,
The COCR concept emphasizes the fact that the bulk of SESAR European counterpart [14] [15].
aeronautical communications, will exchange data via digital From the point of view of the FAA Aeronautical Fixed
links, which implies a modification of the current Network has been implementing a project to transition from
communications infrastructure, migrating towards a uniform fixed networks based on X.25 to IP-based networks, like the
and homogeneous network that allows communications one developed in IPAX oriented primarily to the replacement
"seamless" All controlled airspace [15] [27]. Thus technically of the former by AMHS AFTN [29]. This project has been
operational and attempts to define a single European sky under developing since 2007 and has been quite gradual as due to the
the SESAR project and within these efforts highlight the interaction of U.S. air space with the Asia / Pacific, Caribbean /
project IPAX and the project newsky [14] [20]. South America, North America and Europe, planning must be
agreed in full to avoid operational problems arising from the
gradual migration of services. The main project efforts are It will immediately implement the fixed ground-ground,
focused on the X.25 network migration to IP, establishing a X.25 type networks migrating to IP networks [13] [36].
network for ground-ground applications based IPS suite of
protocols according to the findings by ICAO and the From the technical point of view will be further developed
integration of this ground-ground network to air-ground network architectures (IPS) and protocols (IETF) potentializing
subnetworks [36]. the following, both fixed and mobile networks [3] [21] [35]
[39] [40]:
For migration of the network supporting the FAA
aeronautical mobile services has been taking the support of The network architecture to provide the proposed
NASA, in order to establish future communication security must segregates the operational traffic from the not
infrastructure based on service-oriented architecture (SOA) and operational traffic physically, this is achieved by using two
integrated fixed ATN network also meeting the operational routers, one for each type of traffic. Additionally by using
requirements and NEXTGEN COCR concepts. The first phase tunnels between mobile routers aircraft and home agent (HA)
of the plan is oriented by 2020 [15] [29] and is being on land, to be located in gateway service providers that provide
implemented by deploying extensive ground infrastructure [16] secure access [41].
[37] intended to provide data link technologies such as VDL To achieve the necessary mobility proposed network
Mode 2 and 3 [4] [24] [34], Mode S radars and networks of architecture to uses Mobile IPv6 protocol and its extensions
ADS-B stations with 1090 ES and UAT technologies for such as Network Mobility (NEMO) and routing optimization
monitoring services and traffic information in real time to the (RO).
aircraft [37]. With network solution proposed by NASA and
FAA, 2020 is considered to be overcome the obstacles to To provide quality of service (QoS) that is based on
mobility, security, quality of service and access to means DiffServ, separating operational and non-operational traffic,
getting with this integrated network architecture compatible labeling the traffic in the established tunnels to optimize the
with all aeronautical mobile and fixed services [3] [16] [38]. transport of the data according to the criticality of the service
(Navigation, Communications and Surveillance), for mobile
wireless links.
D. CAR/SAM REGION
The CAR / SAM due to low traffic volume of airspaces For fixed terrestrial links are to be used connection-
compared with Europe and the United States, there is currently oriented protocols such as TCP case (Transfer Control
changing the operational concept of communications or Protocol) [40].
starting a sky setting process unique to the region. Planning Overall the future trend is the use of open protocols
conforming states of the region with respect to aeronautical extends COTS (Commercial of the Shelf), mainly by the large
communications, has been quite uneven in recent years and the number of commercial products and research and development
same are due to the diversity of conditions in the region, into its optimization, as opposed to proprietary protocols using
mainly to do with factors such as space sizes air, national ISO / OSI.
security, economic, political factors related to international
cooperation, traffic volume, fleet modernization and changing Regarding to the contributions of the aeronautical
market conditions aviation in each state [1]. telecommunication network to improve operational safety may
be mentioned at least three aspects that influence directly and
However, the ICAO member states, through regional considerably as:
projects planning and implementation of aeronautical
communications in the region, making efforts to integrate their Increased reliability of the communication system,
national networks planned ATN network for the region SAM Hardware and Software, to the establishment of aeronautical
[13]. The convenience of the implementation of these national communications. The digital type communications in this case
networks based on IP protocol suite [12], as opposed to the allows for error correction methods and validation of standard
OSI protocols. The principal reasons for this choice are the messages, making prior checks before presenting them to the
business model, the industrial support and the network security operational staff responsible for air traffic control, minimizing
enhanced protocols that exist in the IP versions [1]. the possibility that messages validation errors or intelligibility
in them as frequently occurs in traditional voice
The principal Project actually running in the CAR/SAM communications, leading to a second level of operator skill in
region is the establishment of the REDDIG II allow this to the use of language and phraseology that is one aspect where it
mígrate the native IP services and requires no additional is to invest in staff training and checking.
infrastructure is costly and time-to implement [1] [13]. This
project is a goal in the process for enhancement of the Increased integrity of the system to failures and external
operational safety in the region. interference. The already mentioned network architecture that
includes the physical separation of aeronautical data, coupled
IV. FUTURE TRENDS AND CONTRIBUTIONS TO THE with the implementation of security protocols such as IPsec
OPERATIONAL SAFETY and IKEv2, will ensure that access to the network platform is
safe. The status of implementation and standardization of these
Future trends in networking worldwide ATN will remain features is currently under construction and there is now a
uniform network integration, allowing a uniform complete host made protocols should be used for this process
communications ("seamless") worldwide [15], to benefit from [12].
the operational concepts based on unique airspaces [14 ].
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