DTIC ADA459059: Tactical Data Links, Air Traffic Management, and Software Programmable Radios

9 Pages·0.1 MB·English

by  Defense Technical Information Center

TACTICAL DATA LINKS, AIR TRAFFIC MANAGEMENT, AND
SOFTWARE PROGRAMMABLE RADIOS*
B. E. White, The MITRE Corporation, Bedford, MA
(AC2ISRC) was: Why can’t civil aviation data
Abstract link (CADL) requirements be satisfied by Link
16? Another question is whether a single
Background on Link 16, global air
CADL can satisfy Air Force GATM needs.
traffic management (GATM), and the joint
tactical radio system (JTRS) is provided. An objective of this paper is to answer
Information addressing the ability of: 1) Link these questions. Section 2 briefly introduces
16 to handle evolving civil aviation data link the Link 16 program. CADLs and implications
(CADL) waveforms; 2) a single data link to for DOD are discussed in Section 3. Section 4
satisfy Air Force GATM requirements; and 3) highlights difficulties of integrating Link 16
JTRS to incorporate data links of interest to and CADLs waveforms, and relying on a single
aviation is offered. Relationships with layered data link to satisfy CNS/ATM data link
communication architectures, the Global Grid, requirements. Section 5 discusses SPRs and
and software programmable radios (SPRs) are the JTRS. Section 6 has concluding remarks
also discussed. and suggested actions.
1. Introduction 2. Link 16
In October 1994 Link 16 was Link 16 is NATO terminology for an
designated as the DOD’s primary tactical data anti-jam (AJ), secure, data and voice system,
link for all military service and defense agency with standard waveforms and messages to
command, control and intelligence (C2I) promote interoperability, supported by the Joint
systems [1]. The Air Combat Command Tactical Information Distribution System
(ACC) has already incorporated Link 16 into its (JTIDS) and Multifunctional Information
C2 and sensor systems and is now planning on Distribution System (MIDS) terminals.
installing Link-16 in its fighters and bombers.
Figure 1 shows how the number of
This commitment entails an expenditure of
platforms to receive Link 16 rapidly rises
billions of dollars.
starting in FY00, and the significant changes in
However, there are other data link the increases from FY03 through FY15, based
requirements competing for DOD resources, on various planning data [2].
notably those of the International Civil
Aviation Organization (ICAO) for
3. Civil Aviation Data Links
communications, navigation and surveillance/
air traffic management (CNS/ATM). In 1997 CADLs are primarily associated with
the Air Force created a global air traffic ATM systems, and include fixed message sets
management (GATM) function in a new built into upgraded but standard
system program office (SPO) at Hanscom Air communication procedures to reduce pilot and
Force Base (AFB) to include the certification of controller workload and lead to quieter cockpits
avionics capabilities from a GATM and airwaves. Also, CADLs on military
perspective. A question asked by the aircraft could be used as a resource for C2.
commander of the Aerospace C2 Intelligence, ICAO’s CNS/ATM concept relies on data links
_S_ur_v_e_il_la_n_ce_,_ __an_d_ _ Reconnaissance Center to be the primary means of routine
* This work was sponsored by the Electronic Systems Center (AFMC), Hanscom Air Force Base, Massachusetts.
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1. REPORT DATE 3. DATES COVERED
1999 2. REPORT TYPE 00-00-1999 to 00-00-1999
4. TITLE AND SUBTITLE 5a. CONTRACT NUMBER
Tactical Data Links, Air Traffic Management, and Software
5b. GRANT NUMBER
Programmable Radios
5c. PROGRAM ELEMENT NUMBER
6. AUTHOR(S) 5d. PROJECT NUMBER
5e. TASK NUMBER
5f. WORK UNIT NUMBER
7. PERFORMING ORGANIZATION NAME(S) AND ADDRESS(ES) 8. PERFORMING ORGANIZATION
MITRE Corporation,202 Burlington Road,Bedford,MA,01730-1420 REPORT NUMBER
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a. REPORT b. ABSTRACT c. THIS PAGE 8
unclassified unclassified unclassified
Standard Form 298 (Rev. 8-98)
Prescribed by ANSI Std Z39-18
communications for air traffic services (ATS) does not yet require dual redundant satellite
[3]. Controller-pilot data link communications communication systems for ATC but probably
(CPDLC) is the first comprehensive ATS data will. Many potential users, particularly the
link application to be implemented. airlines, have advocated HF data link (HFDL)
for over the ocean ATC instead of a second
satellite system because HFDL is less
Line of Sight (LOS) Data Links
expensive to install. The author expects a
The FAA is advocating a new digital
SATCOM/HFDL configuration to become
voice and data time division multiple access
acceptable for ATC after some further FAA
(TDMA) waveform for their next-generation
effort to validate HFDL for this application.
air-ground communications (NEXCOM)
system. This waveform is known as Mode 3 of It is noted that Inmarsat’s geostationary
the VHF digital link (VDL-3). In 1995 ICAO satellites do not provide polar coverage, a
endorsed VDL-3 as the long-term solution to desirable feature for military applications.
worldwide spectrum congestion in the VHF However, the narrowband ICO system will
aeronautical band. VDL-3 operates at a 25- provide global coverage. Although there has
kHz channel data rate of 31.5 kb/s. The VDL-3 been interest in providing aeronautical service
end-to-end delay is no more than about 250 ms, with ICO, this capability is not yet realized.
a latency suitable for ATS. HFDL may also support global coverage.
Another future CADL, VDL-2, uses the
same modulation scheme as VDL-3 but Implications for DOD
employs carrier sense multiple access (CSMA) DOD must comply with civil standards
instead of TDMA. VDL-2 is attractive to being developed by ICAO. With the assistance
airlines for aeronautical operational control of Hanscom’s GATM SPO, the Air Mobility
(AOC) where latency requirements for data are Command (AMC) is planning to integrate
not so stringent, as compared to ATS. ADS-A, Aero-I, and HFDL, into its operational
airlift capabilities.
Any of the time-critical functions of
CPDLC are more in the bailiwick of ATS, not ACC has been concerned about
AOC, and at VHF should be handled by VDL- equipping all their aircraft with avionics
3, not VDL-2. However, VDL-2 could be equipment that would make them compliant
around for a long time, and additional ATS with the emerging civil aviation standards. The
uses for VDL-2 that do not require near-real- “heavy special use aircraft” that routinely fly as
time latency performance could be attractive. general aviation traffic (GAT) aircraft, viz., the
E-3 (Airborne Warning and Control System
Automatic dependent surveillance
[AWACS]), E-4 (command post aircraft), E-8
broadcast (ADS-B), a CADL system critical to
(Joint Surveillance Target Attack Radar System
“free flight”, is devoted to the LOS broadcast
[JSTARS]), and the OC/RC/TC-135
of position, velocity, and intent information.
(reconnaissance and tanker aircraft) would be
Potential solutions to ADS-B are the Extended
fully equipped. However, it was questionable
Squitter, Self-Organizing TDMA (S-TDMA)
whether it would be necessary to equip fighters,
(also known as VDL-4), and the Universal
bombers, and EC/HC-130s (transport aircraft).
Access Transceiver (UAT).
Overall, considerable progress has been
made in the last two years. The number of
Beyond Line of Sight (BLOS) Data Links
GATM communications (comm) functional
Inmarsat aeronautical (Aero) satellite
units planned for various aircraft between 1999
communications (SATCOM) is certifiable for
and 2016 are shown in Figure 2. CMU stands
BLOS air traffic control (ATC) use. ICAO
for communications management unit.
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4. Integration of Link 16 and CADLs resides in the JTIDS/MIDS terminal. A given
Link 16 platform's host computer contains the
Section 1 questions are now addressed.
required databases, various controls, message
processing, interface, input/output, and other
Layered Communication Architecture
functions. Thus, if a hardware or software
A "layered" communication system change outside the terminal becomes necessary,
architecture is advocated as a tool for analyzing all the host platforms must be modified.
the integration problem. Ideas of a MITRE
Although layering implies modularity,
colleague, Mike Butler, are freely used. He has
the reverse is not necessarily true. However,
elaborated on several key attributes of layered
two or more adjacent layers can be combined in
architectures: 1) technology neutrality; 2)
some situations to save space. One just has to
functional encapsulation; 3) interface
be careful that when layers are combined,
standardization; 4) independent resources; and
future flexibility is not precluded.
5) extensible systems. Layering facilitates
performance vs. flexibility tradeoffs as
Contrasts Among Link 16 and CADL
technology and system needs change. This
Waveforms
helps ensure the architecture accommodates
As an exercise in preparing this paper,
system evolution over a long period.
the author allocated some basic functions of
An example of a general, layered Link 16 and VDL-3 to the ISO layers. In doing
communication architecture is the 7-layer this, it became apparent that Link 16 and
model of the International Standards CADLs of interest have many fundamental
Organization (ISO). This model is well known differences. Link 16 employs an L-Band, 3
and has been applied successfully. MHz-bandwidth, fast-frequency-hopping, AJ-
coded, multi-pulse waveform with encrypted
A tenet of layering is to partition the
messages. VDL-3 is a VHF, 25 kHz-channel,
implementation of functions so that each self-
non-hopping, non-AJ, multi-mode, waveform
contained physical entity within a system
with un-encrypted messages. The time slot and
realizes only functions within the same layer of
coding structures of the two schemes are very
the architecture. An example is when a radio
different. Furthermore, the ground
contains only the hardware and software
infrastructure for interconnecting the two
necessary for performing modulation/
systems does not exist. This does not bode
demodulation and coding/decoding associated
well if Link 16 is to accomplish all the
with the physical layer and data link layer,
functionality of the CADLs becoming required
respectively, of the OSI model. The
by the FAA and civil aviation authorities
JTIDS/MIDS radios (which are contained in
(CAAs). There are too many practical hurdles
the terminals) already follow that precept in
to overcome that hinder the cost-effective
part.
integration of these waveforms. This answers
However, in general, the Link 16
the first question of Section 1.
system does not have a full layered architecture
because the tenet of layering stated above is not
A Potentially Attractive Approach to
always followed. First, portions of the network
Accommodating Link 16 and CADLs
and cryptographic management functions
reside within the message signal processor of Instead of attempting to have Link 16
the “radio”. The rest of these two functions accommodate CADL waveforms, a better
reside in the network interface computer of the approach may arise from asking: What can be
terminal outside the radio. Furthermore, not done to protect the investment in Link 16
everything required by the Link 16 system
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radios while providing a more affordable way radios. An aircraft platform might be
of handling CADLs? configured more easily to suit particular
missions.
First the military’s “Global Grid” is
mentioned as being relevant to the architectural However, the author adds some words
discussion. The Global Grid vision – any user of caution: Before abandoning the present
communicating with any other user – is derived system configurations, the possibilities
from DOD’s Joint Vision 2010. Because of the promised by this approach should be explored
increasing demand for more bandwidth to in detail to be assured that all essential system
accommodate higher data rates, the means for functions are preserved and acceptable
attaining this goal is based primarily on performance requirements are met.
wideband capabilities promised by SATCOM,
One way of thinking about this problem
microwave, and fiber optic communications
is depicted in Figure 3. Each “slice” represents
media.
a distinct viewpoint within the ISO-model
It is important to distinguish what is – layer, data link system, or performance/
from what is not – part of the Global Grid. The flexibility parameter plane. Just a few systems
Global Grid encompasses only the bottom four and parameters are illustrated; there may be
layers, the physical, link, network, and many more of importance. Within each
transport layers of the OSI model. The session, parameter there can be various aspects
presentation, and application layers are on the corresponding to different layers of the model.
users’ side of the architecture. The Global Grid Several of these are shown for vulnerability
“merely” transports already-composed and latency.
messages as reliably and speedily as possible.
One idea concerning Figure 3 is as
If done thoroughly the functions of Link 16
follows. The goal of integrating different data
will probably map to all levels of a layered
links from the point of view of the layered
architecture, and therefore from the outset,
model may be facilitated by “scrubbing”
Link 16 is not compatible with the Global Grid
performance-flexibility tradeoffs among
bottom-four-layers concept.
systems. The benefit of greater flexibility in
What about isolating the radio functions applying commercial standards and technology
from the application functions in both the Link- may be worth giving up some performance.
16 system and the CADLs? In this approach
the data link “essence” of Link 16 and the Comparisons/Contrasts Among Civil Aviation
CADLs would not have anything to do with the Data Links
networking (or above) layer(s). One would Now the second question, whether the
have “plug-in” “Link-16 ” and “CADL” PC- Air Force should employ only one CADL is
like cards that could provide the physical and considered. Various CADLs have distinctive
data link layer functions. All upper-layer characteristics. Important features and
functions would be provided by a standard limitations of Aero C, H, I, and L data links,
protocol stack. HFDL, VDL- 2, 3, and 4, UAT, Extended
Squitter, and Mode S data link are summarized
If only the true physical and data link
in Table 1.
layer functions resided in the JTIDS/MIDS
radios, it may be possible to build them smaller
Essential characteristics of these
and cheaper; and similarly for CADL radios.
CADLs are arranged in Table 1 with respect to
Also, one might be able to choose the messages
attributes of considerable interest for civil
and the media independently making possible
aviation communications. Some attributes
the passing of Link 16 messages over CADL
relate to the application being addressed; others
radios, and aeronautical messages over Link 16
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refer to desired performance within a given instead of hardware; greater flexibility and cost
application; and others refer to schedule and/or effectiveness might be achieved.
costs associated with implementation. In the
This has led to the concept of SPRs or
interest of brevity this table is primarily
software defined radios (SDRs) [5]. In turn this
qualitative. The value judgments indicated by
has spawned a joint service program for
the “colors” are the sole responsibility of the
acquiring future radios with a new
author.
evolutionary, open-system, JTRS architecture.
Based on material developed for
One of the first examples of a military
Section 3 and the entries of Table 1, the author
SPR was SPEAKeasy, a prototype
concludes that the Air Force cannot expect to
development conducted jointly by the Army
satisfy all its CADL needs with a single CADL.
and Air Force, and later under the auspices of
Every CADL has at least one “red” (R) entry in
DARPA. Another such effort is the Air Force’s
a critical row. For example, in just considering
Airborne Information Terminal (AIT). The
ATS and ADS-B, applications necessary for
Army and Navy also have other candidate radio
flying in terminal airspace and free flight,
programs heading in this direction.
respectively, no CADL can readily accomplish
both functions. The JTRS modes and capabilities are
based on the JTRS operational requirements
Given this conclusion, what should the
document (ORD) [6] for handheld, dismounted,
Air Force do? The author recommends that the
vehicular, maritime/fixed, and airborne
Air Force plan to acquire VDL-2 radios that
operational domains.
have the assured capability of being upgraded
to VDL-3. Several vendors have developed The author notes that radio capabilities
suitable VDL-2 radios, and prototype VDL-3 for ATC, i.e., HFDL, 8.33 kHz, and the VDL
radios have been successfully demonstrated. If are included. HFDL and VDL are not required
VDL-3 does not materialize by 2007, as for the JTRS until FY03. Also, there is some
expected, at least the Air Force would have a concern in noting that SATURN, the NATO
good CADL capability for C2 operations, version of the fast-frequency-hopping upgrade
albeit, VDL-2 is non-real-time and not to Have Quick II, is scheduled for airborne
appropriate for time-critical ATS messages. operations as late as FY04. One would hope
Regarding ADS-B, the author recommends the that SATURN would be implemented earlier to
Air Force analyze the results of last summer’s better test the capabilities of the JTRS
Safe Flight 21 tests and plan for the best single architecture. It is also noted that UHF DAMA,
ADS-B data link implementation. and other AIT capabilities are included in the
ORD. Several L-Band waveforms are
Also, the Air Force might benefit by
included, notably, Link 16 and Mode S Level 4,
continuing to plan for HFDL and Aero-I, and
but there is no mention of the Extended
waiting a little longer before reassessing and
Squitter, the UAT, or S-TDMA.
deciding whether any of the emerging
commercial satellite systems would provide The author wonders whether too many
adequate alternative data link capability. JTRS waveforms are being contemplated. A
late 1998 Defense Science Board (DSB)
recommendation suggested that the JTRS
5. Software Programmable Radios
program concentrate on new data link and
Commercial radio technology has
networking capabilities, and implement only a
progressed to where more waveform processing
small subset of the waveforms in the ORD.
functions can be accomplished with software
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Because Link 16 has been selected as the Contributors and decision-makers
tactical C2 data link of choice for all of DOD, should work on the concept of relaxing
and is being implemented on thousands of Air requirements and increasing architectural
Force platforms, this system will be around for a flexibility where possible.
long time. Therefore, a Link 16 capable
waveform should be included in the JTRS.
References
According to the JTRS implementation plan,
[1] June 1996, Joint Tactical Data Link
Link 16 is to be realized within a JTRS SPR by
Management Plan, Command, Control,
FY03. The author thinks this is good but would
Communications, Computers, and Intelligence
like to see Link 16 accommodated sooner.
(C4I), Department of Defense, USA
[2] 29 October 1998, Air Force Link 16 Master
6. Conclusions
Plan, AC2A/CC, AF/XOR, AF/AQI, prepared
The Link 16 system cannot satisfy the
by Electronic Systems Center Link 16 System
emerging CADL requirements in a cost-
Integration Office (ESC/DIAJ) in cooperation
effective manner.
with AC2A/C2GN
No single data link will satisfy the Air
[3] October 1998, “Controller Pilot Data Link
Force’s CADL needs.
Communication (CPDLC) Technology White
Although none of the CADLs are Paper,” ESC/GAT Engineering, item on
required before 2003, VDL-2 will likely be Electronic Systems Center (ESC/GAT) website
implemented before then. VDL-3 is to be
[4] December 1996, Air Mobility Command
implemented starting in 2007. A CADL for
CNS/ATM Study: CNS/ATM Interoperability
ADS-B may be implemented sooner than
Requirements Report, Air Traffic Control and
expected. The Air Force should acquire VDL-
Landing Systems Program Office, Electronic
2 radios that have the assured capability of
Systems Center, Hanscom AFB, MA (Rev. 1)
being upgraded to VDL-3, plan for ADS-B, and
[5] March 1999, Architecture and Elements of
continue to follow but await further
Software Defined Radio Systems as Related to
commercial SATCOM developments.
Standards, SDRF Technical Report 2.0,
There is high-level commitment to Link Software Defined Radio Forum (SDRF)
16 as the tactical data link of choice for DOD
C2I systems. Large expenditures of U.S. [6] 23 March 1998, Operational Requirements
Document (ORD) for Joint Tactical Radio
taxpayer dollars are planned for the phased
(JTR)
implementation of this system on-board
thousands of aircraft critical to the national
defense and warfighting capability of the U.S. Acknowledgment
Hence, Link 16 should be accommodated by
The author is grateful to several MITRE
the Global Grid and JTRS programs.
colleagues for reviewing work leading to this
The JTRS program should emphasize paper, and providing many beneficial
Link 16, arguably the most challenging and comments. Special thanks go to Mike Butler,
most important wideband waveform of the Cliff Danielson, Mary Girard, Chuck Marley,
foreseeable future. One suggestion might be to Darrell Trasko, and Warren Wilson.
include a task for detailing the relationship
between Link 16 and the OSI model as part of
both the Link 16 and JTRS technological
roadmap efforts.
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Number
3500
3000
2500
2000
20-Nov-97
1500 29-Oct-98
14-May-99
1000
500
0
6 8 0 2 4 6 8 0 2 4
9 9 0 0 0 0 0 1 1 1 Fiscal Year
9 9 0 0 0 0 0 0 0 0
1 1 2 2 2 2 2 2 2 2
Figure 1. Number of Air Force Data Link Platforms Programmed for Link 16
Number of Units
2000
(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)
1800(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)
1600(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (Total No. Aircraft)
(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)
1400
(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0) Airlifters (1044)
1200(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0) Tankers (649)
1000(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)
OSA* (285)
(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)
800
(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0) SMA** (50)
600
(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) * Operational support aircraft
400(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) ** Surveillance monitoring aircraft
200(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)
(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0) (cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)(cid:0)
0
z L A M k M U F
8.33 kH HFD ADS- ATCO ata Lin ATCO Voice CM ON/OF Comm Function
S D S
Figure 2. Planned Communications Functions for Various Air Force Platforms
(Through 2016)
Performance/Flexibil ity PaErlaecAmtvraoeimltaeabgrilnityetic CLoamtepnactyibility
Vulnerability
Application 3
Set-up Delay
Presentation 6 e B Cryptographic Security
1 d
Session o - Queuing Delay
Layer of ISO Model Transport k M S Message Error Rate End-to-End Delay

Network n L D
i
Data Link D A
L
Anti-Jam Protection
Physical V
Data Link System
Figure 3. One View of Integrated Data Link Solution Space
0-7803-5749-3/99/$10.00 © 1999 IEEE 5.C.5-7
Table 1. Civil Aviation Data Link Characteristics
Civil Aviation Data Link
Application, Aero C Aero H Aero I Aero L HFDL VDL – 2 VDL – 3 VDL – 4 UAT Extended Mode S
Performance, or Squitter
Schedule/Cost
Attribute
Primary Oceanic Oceanic Oceanic Oceanic Oceanic Over Land: Over Land: Over Land Over Land Over Land Over Land:
Operational Areas Over Land Over Land Over Land Over Land Over Land Ground sites Ground sites Oceanic Oceanic Oceanic Ground
– B – B – B – B – B – Y – Y – B – B – B sites
– Y
Coverage BLOS: BLOS: BLOS: BLOS: BLOS: LOS LOS LOS LOS LOS LOS:
≤70 o N/S ≤ 70 o N/S ≤ 70 o N/S ≤ 70 o N/S Propagation – G – G – G – G – G ≥ 15 kft
latitude latitude latitude latitude anomalies – Y
– G
– Y – Y – Y – Y
Terrestrial Design Long Long Long Long Long 200 nmi 200 nmi No info 100 nmi 100 nmi 100 nmi
Range (based on – B – B – B – B – B – G – G – G – Y – Y – Y
link budgets)
ATS No Yes Yes Yes Possibly Only for Yes No No No No
– R – G – G – G – Y Non-Time – G – R – R – R – R
Critical
–Y
AOC No Possibly Possibly Possibly Possibly Yes Yes No No No No
– R – Y – Y – Y – Y – G – G – R – R – R – R
ADS-A No Yes Yes Yes Yes Yes Yes No No No Possibly
(two way) – R – G – G – G – G – G – G – R – R – R – Y
ADS-B No No No No No No No Yes Yes Yes No
(one way) – R – R – R – R – R – R – R – G – G – G – R
Frequency Band L-Band L-Band L-Band L-Band HF: VHF: VHF: VHF: L-Band: 966 L-Band: L-Band:
(color indicates – G – G – G – G 3–30 MHz 118–137 118–137 120–150 MHz (could 1030 MHz 1030 MHz
propagation – R MHz MHz MHz move) up; 1090 up; 1090
effects, e.g., – Y – Y [4, p. 52] – G MHz down MHz down
external noise, – Y – G – G
multipath, etc.)
Channel 5–10 kHz 5–10 kHz 5–10 kHz 5–10 kHz 3 kHz 25 kHz 25 kHz 25 kHz ≈2 MHz ≈8 MHz ≈2 MHz
Bandwidth – R – G – Y – R – R – Y – Y – Y – G – G – G
Information Facsimile Data Voice Data Voice Data Data Data Data Data Data Data Data
Service(s) E-mail – B – B – G – G – G Voice – G – G – G – G
–Y – B
User Data Rate 600 b/s 9.6 or 64 2.4 or 4.8 600 b/s 2.4 kb/s ≤ 31.5 kb/s ≤ 19.2 kb/s: 19.2 kb/s 1 Mb/s 1 Mb/s 1 Mb/s
– R kb/s kb/s – R (typical) No system Up to 4 – G – B – B – B
– G – Y – Y
management TDMA data
– G time slots @
≤ 4.8 kb/s
each
– G
Latency Includes Includes Includes Includes Includes Non-Real Near-Real
≥ 250 ms ≥ 250 ms ≥ 250 ms ≥ 250 ms media Time: Time: ≤ 1s – G – G – G – G
round trip round trip round trip round trip delays Packet end-to-end
– Y overlaps
delay delay delay delay for 90+ %
– R – R – R – R – Y – G
System Available Available Available Available 2000 + 2000 + 2007 + 2003 + 2003 + 2003 + Available
Availability – B – B – B – B – G – G – R – Y – Y – Y – B
Schedule
Airborne Terminal Low High Medium Medium Low Medium Medium Medium Low High (if no High (if no
Costs (B-kit) – G – R – Y – Y – G – Y – Y – Y – G Mode S Mode S
already) already)
– R – R
Airborne Terminal Low High Medium Medium Low Medium Medium Medium Medium Medium Medium
Costs (A-kit) – G – R – Y – Y – G – Y – Y – Y – Y – Y – Y
Service Provider Medium Medium Medium Medium Medium Medium Low Low Low Low Low
and/or Other Costs – Y – Y – Y – Y – Y – Y – G – G – G – G – G
Relative Qualitative Definitions: Color Description for Intended Application
Blue (– B) Exemplary; Needed; Inexpensive; etc.
Green (– G) Good; Desirable; Affordable; etc.
Yellow (– Y) Satisfactory; Possibly; “Pricey”; etc.
Red (– R) Deficient; Undesired; Expensive; etc.
0-7803-5749-3/99/$10.00 © 1999 IEEE 5.C.5-8