Next Generation AirGround Communications

RTCA Paper No.
304-02/SC198-038
December 17, 2002
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RTCA, Inc.
Suite 805,1828 L Street
Washington DC 20036
Next Generation Air/Ground Communications
(NEXCOM) VDL Mode 3 Interoperability
FINAL DRAFT
Developed by
RTCA SC 198 Working Group 6
January 30, 2003
Document Due date: January 2003
Draft date: December 10, 2002
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Prepared by SC-198 RTCA/ DO-XXX

Working Group 6
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TABLE OF CONTENTS
1 INTRODUCTION ................................................................................................................................. 1
1.1 Purpose ........................................................................................................................................... 1
1.2 Document Organization.................................................................................................................. 2
1.3 Scope .............................................................................................................................................. 2
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1.3.1.1 Expected Deployment of NEXCOM ............................................................................... 4
1.3.2 ATS Communication Services ................................................................................................ 5
1.3.2.1 ATS Applications ............................................................................................................ 5
1.3.2.2 Assumptions..................................................................................................................... 5
1.4 Relationships To Other Documents................................................................................................ 6
1.5 Description of This Document ....................................................................................................... 7
1.5.1 Mandating and Recommendation Phrases .............................................................................. 7
1.5.2 Acronyms and Abbreviations.................................................................................................. 7
1.6 References ...................................................................................................................................... 8
2.3.2
2.3.3
2.3.4
2.5.1
2.5.2
3.1.1
3.1.2

2 NEXCOM SYSTEM COMPONENTS ................................................................................................. 9
2.1 Ground System Component Descriptions: ................................................................................... 10
2.2 Aircraft Systems Components...................................................................................................... 11
2.3 Operational Modes ....................................................................................................................... 12
2.3.1 Basic Voice Operation .......................................................................................................... 12
Enhanced Voice Operation ................................................................................................... 13
Enhanced Voice/Data Operations ......................................................................................... 14
UHF Operations .................................................................................................................... 14
2.4 Air Traffic Services (ATS)........................................................................................................... 14
2.5 System Configuration................................................................................................................... 15
The 4-slot configurations ...................................................................................................... 16
The 3-slot configurations ...................................................................................................... 16
3 REQUIREMENTS FOR COMMUNICATION SERVICES .............................................................. 17
3.1 Common Communications Services ............................................................................................ 17
Multiple Radio Interconnect ................................................................................................. 18
Transmit Status Indicator ...................................................................................................... 18
3.1.3 Service Level Status.............................................................................................................. 18
3.1.4 Urgent Downlink Request..................................................................................................... 18
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3.1.5 Controller Override ............................................................................................................... 18
3.1.6 Next Channel Uplink............................................................................................................. 19
3.1.7 Audio Interface...................................................................................................................... 19
3.1.8 ICAO Address Source........................................................................................................... 19
3.2 UHF (Military) Communications Interoperability ....................................................................... 19
4 INTEROPERABILITY REQUIREMENTS FOR ATS APPLICATIONS ......................................... 20
4.1 Communications Service Categories............................................................................................ 21
4.1.1 Communications Management Service Category ................................................................. 21
4.1.2 Planning Communications Service Category........................................................................ 21
4.1.3 Strategic Communications Service Category........................................................................ 21
4.1.4 Tactical Communications Service Category ......................................................................... 22
4.1.5 Emergency Communications Service Category.................................................................... 22
4.1.6 Voice Communication Services Interoperability .................................................................. 23
4.1.7 General Aircraft Interoperability Requirements.................................................................... 24
4.1.7.1 Aircraft Voice and Data Interoperability ....................................................................... 24
4.1.8 Service Specific Aircraft Interoperability Requirements ...................................................... 24
4.1.8.1 ATC Communications Management (ACM) Services .................................................. 25
4.1.8.2 Air Traffic Clearances (ACL) Services ......................................................................... 25
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4.1.8.3 Departure Clearance Service (DCL) .............................................................................. 26

4.1.8.4 Downstream Clearance Request Service (DCR) ........................................................... 27
4.1.8.5 Flight Information Services (FIS) .................................................................................. 27
4.1.8.5.1 Automatic Terminal Information Service (ATIS)...................................................... 27
4.1.8.6 Emergency Services....................................................................................................... 28
5 DYNAMIC FUNCTIONS/OPERATIONS......................................................................................... 28
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5.1 System Dynamic Functions in Basic and Enhanced Voice Service ............................................. 28
5.1.1 Categories of System Dynamic Functions ............................................................................ 30
5.1.1.1 Basic Voice Channel Access Control ............................................................................ 30
5.1.1.2 Features Available for Optional User Implementation .................................................. 30
5.1.1.2.1 Transmit Status .......................................................................................................... 31
5.1.1.2.2 Service-Level Status................................................................................................... 31
5.1.1.2.3 Next Channel Uplink.................................................................................................. 31
5.1.1.2.4 Aircraft Transmit ID .................................................................................................. 31
5.1.1.2.5 Aircraft Logged In...................................................................................................... 31
5.1.1.4
5.1.1.5

5.1.1.2.6 Signal Quality Indicator ............................................................................................. 31
5.1.1.2.7 Ground Contact Indicator........................................................................................... 31
5.1.1.2.8 Ground Transmit ID................................................................................................... 32
5.1.1.2.9 Call Queuing Request ................................................................................................ 32
5.1.1.2.10 Urgent Downlink Request........................................................................................ 32
5.1.1.3 Timing States ................................................................................................................. 32
Mode Changes ............................................................................................................... 33
Configuration Changes .................................................................................................. 34
6 ALLOCATION OF INTEROPERABILITY REQUIREMENTS....................................................... 35
7 UNIQUE CHARACTERISTICS......................................................................................................... 38
APPENDIX A RTCA SC-198 MEMBERSHIP ....................................................................................... 39
TABLE OF FIGURES AND TABLES
FIGURE 1-1: NEXCOM DEPLOYMENT ................................................................................................. 5

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FIGURE 2-1: NEXCOM GROUND SYSTEMS COMPONENTS ........................................................... 10
FIGURE 2-2: AVIONICS EQUIPMENT INTERFACES ......................................................................... 11
TABLE 2-1: AVIONICS EQUIPMENT /OPERATIONAL MODE MATRIX......................................... 15
TABLE 2-2: GROUND SYSTEM EQUIPMENT/FUNCTIONAL INTERFACES.................................. 15
TABLE 4-1: SERVICES, SERVICE DESCRIPTION VARIATIONS, AND PROVISION..................... 20
FIGURE 5-1: USER GROUP (NET) ENTRY PROCESS ......................................................................... 29
TABLE 6-1: INTEROPERABILITY REQUIREMENTS......................................................................... 35
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1 INTRODUCTION
This document will identify Next Generations Air/Ground Communications (NEXCOM)

VDL Mode 3 interoperability requirements for air traffic services supported by digital
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voice and data communications in the U.S. National Airspace System (NAS). It is
prepared in accordance with the guidance as described in applicable portions of RTCA
DO-264, Guidelines for Approval of the Provision and Use of Air Traffic Services
supported by Data Communications. The document uses applicable material being
developed by RTCA SC-189 in Initial Continental Safety and Performance
Requirements.
This Interoperability document presents technical and functional requirements that
provide the basis for ensuring compatibility among the various elements of the
1.1
Communications Navigation Surveillance/Air Traffic Management (CNS/ATM) system
using digital voice and data services. These digital voice and data services are outlined in
RTCA DO-279, NEXCOM Principles of Operation VDL Mode 3 Operational Services
and Environmental Definition (OSED) Section 3.7.6, and described in RTCA DO-2xx,
NEXCOM Safety and Performance Requirements (SPR).
Purpose
The purpose of this document is to provide the interoperability requirements for Air
Traffic Services (ATS) supported by Next Generation Air/Ground Communications
(NEXCOM) VDL Mode 3.
Interoperability requirements are the minimum technical and functional requirements that
provide the basis for ensuring compatibility among the various elements of the
CNS/ATM system using a specific technology.
These CNS/ATM elements comprise the aircraft system, the ATS Provider system, and
the operator’s provisions to use the air traffic services. The ATS provider system and the
operator’s provisions may include third party or contracted communication services.
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This document is compliant with the Aeronautical Telecommunications Network (ATN)
Standards and Recommended Practices (SARPS), henceforth referred to as the SARPs, as
defined in published versions of the ICAO Manual of Technical Provisions for the ATN
(ICAO Doc.9705-AN/956) and the ICAO Manual Of ATS Datalink Applications (ICAO
Doc.9694-AN/955).
This document was developed in accordance with criteria for interoperability
requirements standards set forth in RTCA DO-264/EUROCAE ED-78A, Guidelines for
Approval of the Provision and Use of Air Traffic Services supported by Data
Communications.
This document will also:
1. Define interoperability requirements for the communication services;
2. Define interoperability requirements of the subnetwork for the ATS applications; and
3. Allocate the interoperability requirements to elements of the CNS/ATM system.
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1.2 Document Organization
Section 1 defines the purpose and scope of the document and its role in developing and
sustaining communications services. Section 1 also provides the document organization
and lists the reference documents pertaining to the interoperability requirements for the
communication services and ATS applications. The references are released industry
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documents from ICAO.
Section 2 is a brief system description of the NEXCOM VDL Mode 3 system as
envisioned by the FAA..
Section 3 defines the interoperability requirements for the communication services.
Section 4 defines the interoperability requirements for the applications of Voice and
Data. Guidance material is provided and introduces features which are beyond the scope
of the SARPs, e.g., the relationship between ATS applications and aircraft navigation
1.3

systems.
Section 5 defines the dynamic aspects of the ATS applications and the sequences of
operations required for correct operation of the air traffic services supported by
NEXCOM VDL Mode 3. The data Communications services of Datalink Initiation
Communications (DLIC), ATC Communications Management(ACM), ATC
Clearances(ACL), ATC Microphone Check(AMC), are included in the communications
services as defined in Table 1-1.
Section 6 describes the allocation of the interoperability requirements to the NEXCOM
system.
Section 7 identifies the unique characteristics of the NEXCOM system.
Appendix A lists committee members who have worked on this document.
Scope
The scope of this document includes interoperability requirements for is a subset of the
ATS communication services sufficient to operate over the VDL Mode 3 subnetwork and
ATS applications sufficient to support the following air traffic services. These services
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are categorized include in table 1-1.
The Minimum Aviation System Performance Standards (MASPS) are considered
controlling. Any exceptions to the MASPS are addressed in Section 7.
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Table 1-1: Communications Services and Categories
Communication Service Category
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Communication Service
Comm Planning Strategic Tactical Emergency
Mgmt Comm Comm Comm Comm
1. ATC Communications
Management (ACM)
Services
a. Datalink Initiation X
Capability (DLIC);
b. ATC Microphone Check

(AMC);
2. Air Traffic Clearances
(ACL) Services
3. Departure Clearance
Service (DCL)
4. Downstream Clearance
Request Service
(DCR)
5. Controller Access
Parameter (CAP)
Service See note 1
6. Flight Plan Consistency
(FLIPCY) Service See
note 1
7. Flight Information
Services (FIS)
X
X
X
X
X
7.1. Automatic Terminal

Information Service X X
(ATIS)
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8. Emergency Services X
Notes:
1. CAP and FLIPCY were Service 5 and 6 from DO-279 and are specific services
defined to operate in the European air space and are not discussed in this
document. See Table 1-1.
2. It is not intended to restrict the use of ATN applications for other air traffic
services or to restrict communication services to operate over other subnetworks.
The interoperability requirements for such expanded implementations are outside
the scope of NEXCOM VDL Mode 3. Parts of the ATN SARPs that are identified
as “out of scope” herein have not been considered for interoperability
requirements. Therefore, these interoperability requirements will need to be
determined prior to supporting an out of scope part.
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1.3.1.1 Expected Deployment of NEXCOM
For reasons of affordability, ease of transition and risk reduction the implementation of
NEXCOM will be conducted in three segments:
Segment One – Develop/demonstrate NEXCOM avionics and ground system elements.
Deploy NEXCOM to the high and super high sectors in the enroute domain. Equipment
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will be voice and data-capable; however, only voice will be operationally implemented in
this segment. Aircraft equipage to operate in NEXCOM airspace will be mandated
through the FAA Rule-Making process. FAA facilities receiving NEXCOM equipment
will include Air Route Traffic Control Centers (ARTCCs), Remote Communications
Air/Ground Facilities (RCAGs) and Backup Emergency Communications Facilities
(BUECs) in the conterminous United States (CONUS). NEXCOM voice capability in the
NAS enroute domain will be operational in 2009.
Segment Two - Implement NEXCOM data capability in the high and super high sectors

in the enroute domain, in those CONUS facilities equipped with NEXCOM in Segment
One. Datalink implementation will provide Controller-Pilot Datalink Communications
(CPDLC) capability through NEXCOM VDL 3. NEXCOM data capability in the NAS
enroute domain will be operational in 2013.
Segment Three – Implement NEXCOM voice and data capability throughout the NAS
terminal domain and remaining portions of the enroute domain, including Air
Route Traffic Control Center (ARTCC), (Remote Communications Air Ground
Facilities (RCAC), Back-up Emergency Communications (BUEC) and Combined Center
Radar Approach Control (CERAP) facilities in Alaska, Hawaii, Puerto Rico and Guam.
Aircraft equipage to operate in NEXCOM airspace will be mandated through the FAA
Rule-Making process, for those aircraft not impacted by the equipage rule promulgated in
Segment One. FAA facilities to be quipped in Segment Three include Control Towers,
Terminal Radar Approach Control facilities (TRACONs), Flight Service Stations (FSSs),
Automated Fight Service Stations (AFSSs), Remote Transmitter/Receiver facilities
(RTRs) and Remote Communications Outlets (RCOs). NEXCOM voice and data
capability throughout the NAS will be operational by 2023.
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NEXCOM Segment 1 NEXCOM Segment 2 NEXCOM Segment 3

Enroute Voice Enroute Voice & Data Terminal Voice & Data
Operational in 2009 Operational in 2013 Operational in 2023
Enroute High Airspace
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Dem/Val
Dem/Val
VDL-3
Link
VDL-2
Datalink
RCAG
Analog ARTCC RCO(EFAS)
Voice
National Airspace AFSS
Terminal
1.3.2

• Analog Voice, 25 KHz
• Initial Datalink (VDL-2)
• Full Operational Evaluation
& Exercise of Digital Voice
and Datalink (VDL-3)
ATS Communication Services

• Maintain Analog Voice
(Terminal Domain)
• Implement VDL-3
Digital Voice (Enroute)
• Expand Datalink VDL-2
Applications
Airspace
• Expand Enroute
Digital Voice (VDL-3)
• Initiate Terminal
Digital Voice (VDL-3)
• Increase Datalink Capacity
& Capability (VDL-2 & VDL-3)
Figure 1-1: NEXCOM Deployment

• Expand Digital Voice
(VDL-3) to all domains
• Expand Datalink Capacity
in all domains
and all applications
(VDL-2 & VDL-3)
1.3.2.1 ATS Applications

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The ATS communication services used in NEXCOM VDL Mode 3 are the upper layer
communications service and the internet communications service necessary to use the
VDL Mode 3 subnetwork.
The ATS applications used in NEXCOM VDL Mode 3 are digital voice and digital
data transmissions which include the Controller Pilot Datalink Communication
(CPDLC) Context Management (CM) application, and Datalink services.
1.3.2.2 Assumptions
The following assumptions relate to the requirements in this standard:

1. Qualified Aircraft operators and Air Traffic Service providers are operating
and available.
2. Features/Functions of the VDL Mode 3 radio are implemented as identified
in RTCA DO- 279, Next Generation Communications (NEXCOM)
Principles of Operation VDL Mode 3, Section 3.7.6.
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3. The services and service descriptions from RTCA DO- 279, Principles of
Operation VDL Mode 3, March 5, 2002, document are implemented within
the NEXCOM VDL Mode 3 radio system.
4. The radios in the aircraft are capable of either of the basic and/or enhanced
mode of operation as shown in the system description within section 4.
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5. In a designated airspace, there will be a one-to-one correspondence between
an aircraft and Air Traffic Service control authority. The aircraft receives
control instructions from only one control authority.
6. Aircraft systems will be able to operate in regions where traditional analog
radio services or VDL Mode 3 services are used.
7. This document does not cover the interoperability requirements associated
with the aeronautical operational control datalink application, which is also
used in the operational environment.
1.4

8. Aircraft and ATS systems may be required to transfer control between
systems/services when transitioning between analog voice and digital VDL
Mode 2 data services to VDL Mode 3 services.
9. The avionics complies with avionics vendor specifications and other industry
standards.
10. The ATS ground subsystem complies with FAA Order 6580.5 and FAA
Order 6630.4A.
11. The systems comply with the SARPs and the Technical Manual for VDL
Mode 3. All datalink applications described in this document are ATN
compliant.
Relationships To Other Documents
This document is linked to the processes promoted by Annex G, RTCA DO-264/ED-78A

Guidelines for the Approval of the Provision and Use of Air Traffic Services supported by
Data Communications. Specifically, this Interoperability standard is an evidence of the
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coordinated requirement determination process specifically for NEXCOM VDL Mode 3.
The terminology is consistent with the terminology of RTCA DO-264/ED-78A.
Nevertheless, this document contains terms which are specific to the VDL Mode 3 and
ATN data communication technology. Those terms are defined in section 1.5.2.
This document will consider the safety and performance requirements as described in
DO-2XX, SPR for NEXCOM.
The contents of this document, plus the safety and performance requirements identified
by other RTCA documents, such as RTCA DO-2XX and SC 189/Eurocae 53, Initial
Continental Safety and Performance Requirements, will be considered as appropriate in
the NEXCOM Transition Plan.
RTCA DO-280 provides the interoperability requirements for the ATN Baseline 1, which
is incorporated as the data interoperability requirements for NEXCOM VDL Mode 3.
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1.5 Description of This Document
1.5.1 Mandating and Recommendation Phrases
This document contains “shall”, “should” and “will” with following meanings:
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1. The use of the word “shall” indicates a mandated criterion; i.e. compliance with
the criterion is mandatory and no alternative may be applied;
2. The use of the word “should” (and phrases such as “It is recommended that…”,
etc.) indicates that though the criterion is regarded as the preferred option,
alternative criteria may be applied, provided that the manufacturer, installer or
tester can provide information or data to adequately support and justify the
alternative;
1.5.2
3. The use of the word “will” describes expected system behavior when the system
complies with the references and SARPs requirements, and/or this document’s
requirements.
Acronyms and Abbreviations
The following key abbreviations and acronyms are used in this document.
ACL
ACM
AGR
AMC
ASE
ASN.1
ATIS
ATC Clearance (service)
ATC Communications Management (service)
Air/Ground Router
ATC Microphone Check (service)
Application Service Element
Abstract Syntax Notation One, an international
standard for specifying data
Air Traffic Information Services
ATN Aeronautical Telecommunications Network (can
include in its meaning the ATN applications such as
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CM, CPDLC, and ADS)
ATS Air Traffic Services facility; a generic term meaning
variously, air traffic control facility, flight information
center, or air traffic control service area control
services reporting office. In this document, ATS refers
to both human operators (e.g. controllers) and
automated systems (e.g. data processing systems) at an
ATS facility, unless specifically stated otherwise.
CAP Controller Access Parameters (service)
CDA Current Data Authority
C-ATS Controlling ATS
CMF Communications Management Function
D-ATS Downstream ATS
DLIC Datalink Initiation Capability (service)
FLIPCY Flight Plan (Route) Consistency (service)
GS Ground Station
HMI Human Machine Interface
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ICAO The 24 bit ICAO identifier assigned to a specific

Address airframe
MASPS Minimum Aviation System Performance Specifications
M Burst This burst contains signaling information needed for
media access and link status monitoring. The uplink M
burst is used for timing and network management.
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NDA Next Data Authority
PCM Pulse Code Modulation
R-ATS The Receiving ATS facility (i.e. the ATS facility that
will next assume control responsibility of a flight)
RTF Radio Tuning Function
SARPS Standards and Recommend Practices
T-ATS The Transferring ATS facility (i.e. the ATS facility that
is transferring control responsibility of a flight)
1.6
VDL
VDL
Mode 3
TDMA
References
VHF Digital Link
VHF Digital Link operating with Time Division
Multiple Access timing
Time Division Multiple Access
ICAO SARPS, Annex 10, Vol 3, Part 1, Chapter 6, Amendment 76, July 12, 2000
ICAO Doc 9694-AN/955, Manual of ATS Datalink Applications, 2002
ICAO Doc 9705-AN/956, Manual of Technical Provisions for the ATN, Third Edition,
2002.
ICAO Doc 9739, Comprehensive Aeronautical Telecommunication Network Manual
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(CAMAL), provides additional background material for application of the ATN SARPs.
ICAO Doc 9805, Manual on VHF Digital Datalink (VDL Mode 3), July 2002.
FAA Order 7110.65N, Air Traffic Control, Pilot-Controller Glossary. Addendum, August
8, 2002.
FAA Order 6580.5, Maintenance of Remote Communication Facility (RCF) Equipments,
Change 6, October 16, 1989.
FAA Order 6630.4A, EnRoute Communications Installation Standards Handbook, Rev A,
July 9, 1999.
RTCA DO-160D, Environmental Conditions and Test Procedures for Airborne
Equipment, RTCA, Washington, DC, July 29, 1997.
Change No.1 to RTCA DO-160D, Environmental Conditions and Test Procedures for
Airborne Equipment, RTCA, Washington, DC, December 14,2000.
Change No.2 to RTCA DO-160D, Environmental Conditions and Test Procedures for
Airborne Equipment, RTCA, Washington, DC, June 12, 2001.
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RTCA DO-186A, Minimum Operational Performance Standards (MOPS) For Airborne

Radio Communications Equipment Operating Within the Radio Frequency Range
117.975 – 137.000MHz, September 20, 1995. Change 1, September 28, 1998 and Change
2, March 5, 2002.
RTCA DO- 224A, Signal-in-Space Minimum Aviation Systems Performance Standards
(MASPS) for Advanced VHF Digital Data Communications Including Compatibility with
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Digital Voice Techniques, September 13, 2000;
Change 1 to RTCA DO-224A, October 12, 2001;
Change 2 to RTCA DO-224A, August 27, 2002.
RTCA DO-258, Interoperability Requirements for ATS, Using ARINC 622 Data
Communications, September 13, 2000.
RTCA DO-264, Guidelines For Approval Of The Provision And Use Of Air Traffic
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Services Supported By Data Communications, RTCA, Washington, DC, December 14,
2001.
RTCA DO-271A, Minimum Operations “Performance Standards (MOPS) for Aircraft
VDL Mode 3 Transceiver Operating in the Frequency Range 117.95-137.0000MHz,
October 12, 2001.
RTCA DO-274, Next Generation Communications (NEXCOM) Principles of Operation,
October 12, 2001.
RTCA DO- 279, Next Generations Communications (NEXCOM) Principles of Operation
VDL Mode 3 Operational Services and Environmental Definition (OSED), March 5,
2002.
RTCA DO-280, Interoperability Requirements Standard For ATN Baseline 1(INTEROP
ATN B1), June 25, 2002.
NEXCOM SYSTEM COMPONENTS
The manner in which the ground and airborne systems are viewed in sections 2.1 and 2.1,
shows the interoperability of the system. It is key to understand that both of these
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systems are in a state of flux and there requirements are being defined by a separate set of
specifications. The FAA is upgrading the ground environment and the airborne
environment is being defined by the avionics vendors who are attempting to meet the
ever-changing needs of the user community. Figures 2-1 and Figure 2-2 give a pictorial
view of these systems.
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2.1 Ground System Component Descriptions:
NEXCOM Ground System Components
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RCAG
VHF Tx/Rx M/S

Radio
Interface
Unit
UHF Tx /Rx
M/S
Data
Voice Switch
DLAP
Data
Voice
ATN
Router
GNI
Combined
Voice & Data
BUEC
Figure 2-1: NEXCOM Ground Systems Components

Radio
2V2D Configuration
Interface
Unit
VHF Tx/Rx
Radio Interface Unit (RIU): Located at radio sites, the RIU provides timing for the
UHF
Tx/Rx
Multimode Digital Radio (MDR) in VDL 3 operation.

Ground Network Interface (GNI): Located at the control sites, GNI’s interface with
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voice switches, A/G Routers, and with RIU’s via telecommunications links.
The GNI includes a device called a vocoder that converts analog speech waveforms into
digital signals for transmission and on the receiving end from a digital signal back to an
audible tone for the listener to hear. The software algorithm used in the vocoder obtained
by the FAA for this purpose on the ground meets ICAO annex 10 standards. All
vocoders in use in the system (including avionics) must use the same software algorithm
to be interoperable.
MDR: Located at the radio sites (remote or local), the MDR’s are either a VHF radio
transmitter or VHF radio receiver. In VDL Mode 3, multiple User Groups can share a
common frequency with different time slot assignment.
A/G Router: Located at control sites, the router interfaces with the ATN and may
interface with multiple GNI’s.
Timing Source: Located at radio sites, the timing source provides highly accurate and
stable clocking to collocated RIU’s. The timing source is used by each RIU to maintain
system timing.
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Maintenance, Monitoring and Control Workstation (MMCWS): MMCWS is a fixed

NEXCOM local workstation providing MMC capability for all NEXCOM components.
Maintenance Data Terminal (MDT): The MDT is a software application that resides in
a portable platform that connects to the MDR or RIU. The MDR-MDT performs MMC
for the MDR. The RIU-MDT performs MMC for the RIU’s and remote MMC for the
MDR and the UHF radio.
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VHF Antennas
GROUND
Radio NETWORK
Displays
Functions
Audio Functions
CMF
Digital Radio
Functions
Tuning
Functions
Figure 2-2: Avionics Equipment Interfaces

INTERFACE
ICAO
Address
Source
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2.2 Aircraft Systems Components
VHF Digital Radio (VDR): This radio is a multimode radio located on the aircraft. It is
the airborne counterpart of the ground based MDR, RIU and GNI.
Radio Tuning Function (RTF): The Radio tuning function is located on the aircraft and
provides a means to select the mode of operation of the VDR as well as the channel. It
also provides the means to display Next Channel Uplink, initiate Urgent Downlink
Requests and display Service Level Status.
Communications Management Function (CMF): Communication Management
Function is the airborne counterpart of the ground based ATN Router and Datalink
Application Processor. The CMF enables the processing of the Datalink message and
delivers the message to the appropriate display function.
ICAO Address Function: The ICAO address function is the source for the ICAO
address that is required for the aircraft to operate in the enhanced mode. On different
aircraft, the ICAO address may be found in the Transponder or in a personality module.
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Audio Management Function: The audio management unit is the function that controls
delivery of voice and audio annunciation to the pilot(s). It is equivalent to the Voice
switch which is located in the ground based system.
Display Function: The display subsystem is a generic reference to one or more aircraft
subsystems that may provide VDL Mode 3 Service Level and /or Transmit Status
Indications to the pilot.
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2.3 Operational Modes
2.3.1 Basic Voice Operation
Ground Operation

NEXCOM VDL Mode 3 Voice Operation for Non-diversity Site Groups:
The NEXCOM VDL Mode 3 vocoder at the GNI encodes uplink voice from the voice
switch (analog voice or PCM voice). The encoded uplink voice is sent via the RIU to the
MDR transmitter for modulation and transmission.
The GNI decodes the downlink VDL Mode 3 voice and sends the resultant voice signals
(analog voice or PCM voice) through the voice switch to the controller. The encoded
VHF downlink voice is decoded to either analog voice or PCM voice at the GNI,
depending on the voice interface used between the GNI and the voice switch, and sent
through the voice switch to the controller.
NEXCOM VDL Mode 3 Voice Operation for Diversity Site Groups:
Voice operation for diversity site groups is similar to the operation of the current DSB-
AM system. There can be from two to six Remote Communication Air/Ground Facilities
(RCAG) and Back-up Emergency Communication (BUEC) facilities for up to 12 radio
facilities for one large sector, all using the same time slot to support A/G voice
communications for the User Group. The diversity group allows an operator to transmit
from the selected transmitter and listen on up to six radio receivers on the same time slot.
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The operator can select and key only one transmitter at a time. To minimize interference
from multiple downlink access attempts from Mobile Users, the voice field in all uplink
M-burst transmissions will be set for “Mobile User access” for the duration of the
downlink access. All receivers can be active at the same time: VSCS selects a single
downlink voice signal based on the specific selection algorithm implemented and
presents it to the controller. To minimize interference from uplink M-burst transmissions
from multiple transmitters, these transmissions are coordinated to ensure that only one
uplink M-burst is transmitted in any MAC cycle. Since a Mobile User radio will
transition to TS2 timing state in approximately 12 seconds unless it receives a timing
beacon, a beacon rotation scheme based on each transmitter transmitting a pair of
beacons every 5.76 seconds (= 2 MAC cycles x 12 radios) should enable the Mobile
Users to remain in TS1 timing state.
Capabilities that exist in the radio system, both ground and airborne, will include the
ability to receive timing from the ground system or from another radio will be able to
communicate using basic voice.
Inter-Radio Coordination Link (also called Interlock in some venues) is the capability
for a NEXCOM radio to prevent simultaneous transmission of another radio on the same
13
aircraft with the same frequency. The intent is to avoid interference and potential missed
communications.
Antiblocking is an inherent capability of VDL Mode 3 to prevent a second transmitter
from transmitting when another transmission is in progress.
Controller Override is an aid to the controller in managing the use of the voice channel.
%
Controller override is a capability to manage the channel by the controller exercising a
key which sends a message to the user group that all radios/transmitters are to be quieted
and the radio be placed in the receive mode of operation. This enables the controller to
transmit time critical information to the user group.
Transmit Status Indicator is an indication to the radio user of the status of an active
transmission. Specifically, whenever the radio transmitter is disabled and the user
presses the Push To Talk (PTT) switch, the Transmit Status Indicator is activated. This
can come about in four possible ways:

•
•
•
•
Simultaneous channel-access
Controller override
Transmission timeout
Radio state transition
Airborne Operation
Aircraft are equipped with the simplest of radio configurations in the basic voice mode of
operation. All that is required is a VDL Mode 3 capable radio. The radio includes a
vocoder which decodes the encoded voice and delivers it to the pilot through the normal
audio interface. Controller override operates in this mode and will change the radio from
a transmit capable mode to a receive only mode when the ground transmitter is engaged
using the override capability.
2.3.2 Enhanced Voice Operation

#
In addition to Basic Voice, a capability known as Enhanced Voice enables certain
management features of the system to control radio capabilities. In order for the airborne
radio to operate in the enhanced mode of operation, it is required that the aircraft have a
discrete address. To obtain that discrete address, the M burst is required to contain the
ICAO address in the message that is forwarded from the aircraft to the ground
environment. When the ground environment receives that ICAO address, the GNI
assigns a local ID to the aircraft. The Enhanced Voice capabilities include:
Next Channel Uplink: As an aid to the pilot, NEXCOM may provide the frequency of
the next Air Traffic Control sector. The pilot will manually tune the radio although in
future implementations automatic tuning may be desired. NEXCOM will require
collaboration with other systems in order to provide this capability. NEXCOM will be
unable to determine the direction of flight and thus the next sector to be tuned. That
information will be provided by the Host or other automation products.
Urgent Downlink: Urgent downlink is a feature of the user group radios, which enables
the pilot to energize a mechanism that sends an M burst message using the management
channel. This information will then be indicated to the controller to advise that a specific
member of the user group desires to use the voice channel to contact the controller.
14
2.3.3 Enhanced Voice/Data Operations
All of the functions of the Enhanced voice capability are included in this section as well.
In addition, the capability exists for Datalink services over a separately defined channel
of the radio.
Those Datalink services are capable of being performed when the airborne radio system
%
is operating in the Enhanced voice/data mode. Interoperability requirements for those
services are included in RTCA DO-280.
For datalink services, the GNI will interface with an A/G router for connection to the
automation system.
Equipment configurations for the MDR and the RIU are similar to that of the analog
radios and radio control equipment of the current system in that main/standby radios are
provided for the RCAG and no backup RIU is used at any radio site. The NEXCOM
2.3.4

System also has the capability of automatically switching between the main and standby
radios in the event of a radio failure. This automatic radio switching function is not
available in the current DSB-AM system and is provided to enhance the system
availability. In the current system, controllers can select manually between the main and
standby radios; this capability will continue to be provided in VDL Mode 3.
As is the case with the current system, the NEXCOM System will also require site
diversity and equipment redundancy to meet overall service availability objectives and to
ensure that there is no single point of failure in the NEXCOM System.
UHF Operations
To serve military users on UHF, the RIU converts the uplink analog voice and sends it to
the UHF transmitter for modulation and uplink transmission. The VDL Mode 3 vocoder
converts and encodes the UHF downlink analog voice from the UHF receiver at the RIU
for transmission to the GNI. The encoded UHF downlink voice is decoded to either
analog voice or PCM voice at the GNI, depending on the voice interface used between
the GNI and the voice switch, and sent through the voice switch to the controller.
There are no plans at this time to implement a VDL Mode 3-like UHF solution. The next
#
generation UHF radios will continue to use DSB-AM modulation, but will implement
Maintenance Monitor and Control (MMC) capabilities. These capabilities will allow
remote monitor and control functions to be performed locally at the radio and remotely
from the RIU and the control site MMC workstation and NAS Infrastructure
Management System (NIMS).
2.4 Air Traffic Services (ATS)
NEXCOM VDL Mode 3 enables ATS. These services may be implemented through the
use of either voice or datalink transmissions. The datalink transactions (CPDLC) that are
implemented are contained in RTCA DO-280.
Operational Mode/Equipment Interface
The following tables identify the equipment needed to operate in the three operational
modes:
15
Table 2-1: Avionics Equipment /Operational Mode Matrix
Equipment Interface
Operational ICAO
Aircraft Audio Display
%
Mode CMF RTF Address
Radio Function Function
Source
Basic
X X X
Voice
Enhanced
X X X X
voice
Enhanced
voice and X X X X X X
datalink
Operational
Mode
Basic
Voice
Enhanced
voice
Enhanced
voice and
Table 2-2: Ground System Equipment/Functional Interfaces
Ground
Radio
X
Ground
X
Equipment Interface
Radio
X
Datalink
Network Interface Application
Interface Unit Processor
X
Router
X
Display
Function
X
datalink
Note: Table 2-1 and Table 2-2 represents the understanding of the system operations and
#
interfaces between components of the system. They represent the most likely list of interfaces that
will require interoperability.
2.5 System Configuration
The VDL Mode 3 system architecture offers a degree of flexibility to accommodate a

wide range of operational requirements through a set of predefined system
configurations.
In the Air Traffic Control (ATC) environment, distinct user groups exist based on ATC
positions or sectors. Each user group includes the ground user (usually an air traffic
controller) and the “client” aircraft of that ground user. A fundamental objective of the
VDL Mode 3 system is to provide voice resources to each user group on a dedicated basis
while simultaneously providing access to datalink with a single aircraft or ground radio.
To accommodate this functional requirement, a pre-defined set of system configurations
are defined in RTCA DO-224A. The system configuration is also explained in RTCA
16
DO- 279. Each system configuration corresponds to a specific pre-configured static

allocation of the resources (i.e., individual time slots) for the user groups.
To provide additional flexibility, a VDL Mode 3 system can be configured where
resource allocations for both voice and data are made strictly on a demand basis. This
configuration could also be used to support a high capacity data-only service if desired.
%
The system configuration established for a user group is communicated to the aircraft
radios through a beacon signal, which is periodically broadcast by the ground station.
Aircraft radios acquire this beacon and adapt to the system configuration of the ground
radio with which communications will be established. This adaptation to the proper
system configuration is completely transparent to the users.
There are 4-slot configurations and 3-slot configurations. Application of these two basic
levels is range dependent. The 4-slot configurations provide guard time sufficient to
allow interference-free communication for a range of up to 200 nautical miles (NM). For
2.5.1

longer range scenarios, the 3-slot configurations can be used.
The 4-slot configurations
The 4-slot configurations include the following:

4V. Provides 4 voice channels (no data) in one 25 kHz frequency assignment.
2V2D. Provides 2 voice channels and 2 data channels in one 25 kHz frequency
assignment. These are paired so that one user group uses one voice and data time slot
pair and a second, independent, group uses the other voice and data pair.
3V1D. Provides 3 voice channels and 1 data channel in one 25 kHz frequency
assignment. The three voice channels are completely independent; however, the three
user groups share the single data channel.
1V3D. Provides 1 voice channel and 3 data channels in one 25 kHz frequency
assignment.
2.5.2 The 3-slot configurations

#
The 3-slot configurations include the following:
3V. Provides 3 voice channels (no data) in one 25 kHz frequency assignment.
2V1D. Provides 2 voice channels and 1 data channel in one 25 kHz frequency
assignment.
1V2D. Provides 1 voice channel and 2 data channels in one 25 kHz frequency
assignment.
3S. Provides a single voice channel in one 25 kHz frequency assignment. The same
digital voice bit-stream can be transmitted in each of 3 time slots used by 3 separate
ground sites to provide coverage over an area larger than that which could be provided by
a single ground site.
2S1X. Provides 1 wide area voice channel for 2 separate ground stations and reserves
another independent channel in one 25 kHz frequency assignment. The independent
channel is defined separately in its own beacon.
17
3T. Provides a trunked capability shared by all users in one 25 kHz frequency
assignment. This is a data mode over which voice communications can be
accommodated.
Note: This configuration is considered optional and is not currently planned to be used
in FAA airspace at this time.
%
For further discussion of the configurations, see RTCA DO-224A change 2.
3 REQUIREMENTS FOR COMMUNICATION SERVICES
NEXCOM VDL Mode 3 communications services comply with the VDL Mode 3
SARPs. These services are provided by the system’s digital voice and data, and analog
voice (in certain situations described in the NEXCOM SPR) capabilities. The
communications services are described in RTCA DO-279. These requirements provide
for the interoperability of NEXCOM VDL Mode 3 for both the Airborne (avionics) and
3.1

Ground (ATS) components. Common interoperability requirements affecting both
components are provided as a separate listing, and apply to both Airborne and Ground
implementations.
Common Communications Services
These services are provided using the digital voice and data communications of the
aircraft and ground systems. The functionality of the radio system is such that the
recommended features of the radio system are implemented. Fundamental services are
implemented using both basic and enhanced voice capabilities. Emergency services are
provided via analog voice.
VDL Mode 3 services that support voice communications are:
•
•
Transmit Status Indicator (air and ground services),
Controller Override (ground service only); and
• Urgent Downlink Request (air service only).
#
VDL Mode 3 services that support both voice and data communications are:
• Service Level Status Indicator (air and ground services) and
• Next Channel Uplink (air service only).
VDL Mode 3 Services which support datalink communications are

• defined in the MASPS for VDL Mode 3 and
• the services included in RTCA DO-280, ATN Services for Baseline 1.
18
3.1.1 Multiple Radio Interconnect
Multiple Radio Interconnect is defined as a coordination function between multiple

radios that manage the flow of digital voice and datalink and analog voice between radios
in such a way that they do not interfere with one another.
[I/OP 3-1] NEXCOM VDL-3 shall provide a Multiple Radio Interconnect function that
%
prevents self-interference in the radio management functions at either the RF or Protocol
level in a multiple radio implementation for use by an operator.
3.1.2 Transmit Status Indicator
The Transmit Status Indicator (TSI) is activated by the PTT. It then provides the user a
status of active transmission activity.
[I/OP 3-2] Transmit Status Indicator shall indicate the status of communication
3.1.3
3.1.4

capability.
Service Level Status
[I/OP 3-3] An indication of availability of communications shall be provided.
Urgent Downlink Request
This enhanced feature is provided as a separate, urgent indicator that is sent the ground
NEXCOM VDL 3 system. Urgent Downlink Request notifies the ground user that a
particular aircraft has a non-emergency urgent request, and needs priority connection to
the ATS provider.
[I/OP 3-4] The Urgent Downlink Request shall be a user initiated message.
[I/OP 3-5] The airborne user (pilot) shall have a means of canceling the Urgent
Downlink Request message from the controller’s queue.
#
[I/OP 3-6] Airborne Users shall be notified of non-availability of Urgent Downlink
function.
[I/OP 3-7] Urgent Downlink Request shall be provided to ATS with an indication of
which aircraft has requested Urgent Downlink.
3.1.5 Controller Override
Controller Override is a VDL Mode3 feature that allows the air traffic controller to
exercise the ability to contact an aircraft at anytime. This capability 1) supports
controller access to the VDL Mode 3 channel, and 2) provides a means for the controller
to clear the VDL Mode 3 channel when necessary to clear a stuck microphone, or to
handle other communications issues on the VDL Mode 3 channel.
[I/OP 3-8] Controller Override shall be an operator (controller) initiated function for each
situation which require the controller to have access to the VDL Mode 3 channel.
19
3.1.6 Next Channel Uplink
Next channel uplink is an optional feature for the VDL Mode 3 system when operating in
the enhanced mode of operation. The next frequency Uplink is a message that is
transmitted to the aircraft via the M channel.
[I/OP 3-9] Next channel uplink message shall be an air traffic service provider initiated
%
function.
[I/OP 3-10] Next channel uplink shall be displayed to the operator of the aircraft radio.
[I/OP 3-11] Tuning to the next channel shall be subject to approval and execution by the
pilot.
3.1.7 Audio Interface
3.1.8
3.2

The interface with the audio panel will operate in the same manner as the current analog
interface.
ICAO Address Source
[I/OP 3-12] The aircraft’s ICAO address shall be obtained from the ICAO address
source.
UHF (Military) Communications Interoperability
The FAA has delegated to the DoD air traffic control facilities portions of the airspace
due to the volume of military traffic in those areas. These facilities are also required to
provide air traffic control service to civil traffic in airspace under their control. DoD
facilities provide communication support on analog VHF and UHF. Military air traffic
control facilities equip as necessary to meet military and civilian communication needs.
A primary concern for NAS users is overlapping or simultaneous transmissions over the
VHF and UHF ATC spectrum. As a result, DoD continues to evolve to increasing the
#
use of VHF for air traffic control communications for military aircraft. However, if the
FAA implements digital VHF voice services prior to DoD aircraft equipage, or DoD
aircraft are not equipped with VDL Mode 3 communications, DoD will revert to UHF for
communications with air traffic control facilities. Interoperability of VHF digital signals
with UHF analog signals must be made available to the controller to allow awareness of
transmissions over the different frequency bands. Methods for solving communication
conflicts are a continuing process and the military will continue to work with the FAA to
provide an operable solution.
Certain military aircraft do not have VHF ATC communications capability and are
unable to communicate with civilian aircraft, resulting in in-flight communication
problems. Current methods for resolving these difficulties include second party
transmissions, visual signals and air traffic controllers providing a continuous link
between military and civilian aircraft. Future equipage of VHF communications on
military aircraft will allow the use of VHF guard or an assigned frequency as a primary
means of communications for the airborne users.
20
[I/OP 3-13] VHF digital and UHF analog downlink voice communications shall be
delivered to the air traffic controller as operational requirements dictate.
[I/OP 3-14] Controller shall be made aware of simultaneous VHF/UHF transmissions.
%
4 INTEROPERABILITY REQUIREMENTS FOR ATS APPLICATIONS
ATS applications operate between the controller and the pilot and use the system, its
components and the network to deliver exchange information and control data. Figures 2-
1 and 2-2 identify the relationship of the aircraft to the ground facilities needed to
provide/deliver ATS application functionality. Figures 2-1 and 2-2 illustrates the
interoperability environment for the aircraft and the ground considered in this document.
The interoperability includes the VHF digital radios (VDRs) with antennas, radio tuning
panels (RTP), audio panel and any communication application displays. It also includes

the interface to the communications management function (CMF) to support datalink
capabilities. Further the interoperability boundary includes the communications link to
the ground network interface (GNI). Interoperability on the aircraft will extend into the
CMF. These documents indicate the minimum acceptable performance. Additional
requirements not referenced in other documents will be provided here. Interoperability
of the system with the ground systems must be consistent with the capabilities defined in
this and the other referenced documents.
The following table, adapted from RTCA DO-279 Table 4-2, identifies the type of
communications services that will be used by the ATS Applications of Voice and Data.
Table 4-1: Services, Service Description Variations, and Provision
Service Provision
Service Voice Datalink

#
1. ATC Communications Management (ACM) Services X X
2. Air Traffic Clearances (ACL) Services X X
3. Departure Clearance Service (DCL) X X
4. Downstream Clearance Request Service (DCR) Note: X X
not expected to used in the US domestic airspace.
5. Flight Information Services (FIS) X X
5.1. Automatic Terminal Information Service (ATIS) X X (see note 1)
6. Emergency Services X X (see note 2)
Notes:
1. The datalink community refers to the datalink implementation of this
service as Digital ATIS (D-ATIS).
2. Emergency Services are applicable to voice as the primary
communication means; however, datalink may be used to automatically
provide ATC with aircraft parameters such as fuel quantity in order to
relieve the pilot from having to communicate this information so they
can concentrate on flying the aircraft.
21
4.1 Communications Service Categories
These services are identified and further defined in DO-279 and divided into five
categories as follows:
• Communications Management
•
%
Planning Communications
• Strategic Communications
• Tactical Communications
• Emergency Communications
4.1.1 Communications Management Service Category
Communications Management type services are defined to manage access to the

communications system and alleviate pilot and controller workload by reducing repetitive
4.1.2

and routine tasks.
Specific services defined by other RTCA committees and that are considered to be
included in this category of service are Datalink Initiation Capability (DLIC), ATC
Microphone Check (AMC), ATC Communications Management (ACM) Service,
Authentication Service, and Transfer of Communications (TOC) Service.
Further description of the Communications Management type services is illustrated in
hypothetical scenarios as described in RTCA document DO-279 section 4.
Planning Communications Service Category
The Planning Communications service category supports communications accomplished

for planning purposes which do not require any urgency in time. This type of
communications service will be accomplished primarily through datalink
communications for equipped aircraft.
Further description of the Planning Communications type services is illustrated in
#
4.1.3 Strategic Communications Service Category
Strategic Communications type services are expected to support communications for

strategic decisions or actions. In other words, these are communications which when
accomplished have an intermediate amount of time between the communications
transaction and any actions taken as a result of information gained through that
transaction. This type of communications service may require collaboration and lends
itself well to datalink. It is expected that where possible, many or most of these
transactions will be accomplished via datalink.
It is expected that the type of information transmitted with strategic communications
services will be the most varied of any of the communications types. Use of datalink
communications is expected to increase (assuming that the datalink service has been
certified, and the strategic communications service requirements are met) and may
consist of graphical and/or textual depictions of flight plans, flight data, and weather. For
aircraft not equipped with datalink capabilities that support strategic communications
22
service, voice communications that support strategic (or more stringent service
requirements) may be used.
It should be noted that in order for this to be successful with datalink, it is vitally
important that there be a high degree of automation in the Human Machine Interface
(HMI) for both the pilot and controller. It is also necessary that all stakeholders in the
transaction have a common picture of the airspace (possibly in a graphical form) from
%
which to base their collaboration. This picture could include information such as weather,
turbulence, and airspace restrictions in a form that is easily interpreted. Ideally, the
aircraft’s intended route of flight as well as its suggested route of flight will be portrayed.
With this common situational awareness, a collaborative decision can be reached in
minimum time with no confusion.
Further description of the Strategic Communications type services is illustrated in
hypothetical scenarios as described in RTCA DO-279 section 4.
4.1.4

Tactical Communications Service Category
Tactical Communications type services support tactical decisions or actions. In other

words, communications are accomplished which have a short amount of time between the
communications transaction and any actions that need to be taken as a result of
information gained through that transaction. Proper design of the future NAS architecture
and procedures with effective collaborative decision making enabled by a robust strategic
communications service will decrease the need for tactical communications services. No
matter how well the stakeholders accomplish strategic decision making, however, there
will always be a need for tactical communications.
The decision to use voice or datalink for tactical communications, as always, rests with
the user and is situation dependent. The user will only choose to use datalink
communications in lieu of voice if he feels it is just as safe, has a transaction time that is
as quick as voice, and most of all, is easier to accomplish than voice. With this in mind,
the datalink system must have low latency, superior automation and integration, and
excellent HMI.
Further description of the Tactical Communications type services is illustrated in
#
hypothetical scenarios as described in RTCA DO-279 section 4.
4.1.5 Emergency Communications Service Category
Emergency Communications type services are defined by communications transactions

that cannot tolerate any delay. Information must be conveyed immediately with no
confusion. In most cases the communications will be advisory in nature in that the
communications will occur after the action has commenced. However, not all
communications accomplished during an emergency will fall into the emergency
communications service category. If there is time to wait before an action is
accomplished then that communication may fall into the tactical or strategic category. For
example, a pilot coordinating for emergency equipment for an arrival at a destination in
30 minutes would be considered strategic communications.
Because of the unusual nature of In Flight Emergencies and the communications
transactions that accompany them, datalink will only see limited use. Most of these types
of transactions will be accomplished by voice.
23
Datalink communications could be even more beneficial in some recurring cases if the
messages were predefined and automated, and any human factor issues were resolved.
As an example, a message could be armed for takeoff that will automatically inform the
tower of a Rejected Takeoff (RTO) when certain parameters are met after brake release
on takeoff roll. There are numerous messages that could be pre-programmed and
delivered automatically or cued for the user to send with minimal effort. This would
%
ensure timely delivery as well as decrease pilot workload during a critical time.
Further description of the Emergency Communications type services is illustrated in
4.1.6 Voice Communication Services Interoperability
This section identifies and describes the ATS related communication services that should
be assessed when deriving interoperability requirements for communication systems and

related operations. The communication services described in the following sections are:
•
•
•
•
•
•
ATC Communications Management (ACM) Services
Air Traffic Clearances (ACL) Services
Departure Clearance Service (DCL)
Downstream Clearance Request Service (DCR)
Flight Information Services (FIS)
-Automatic Terminal Information Service (ATIS)
Emergency Services
Table 4.2 shows how these communication services relate to the broad communication
service categories defined in Section 4.1. Some services fall into more than one category.
In such cases, when assessing for safety and performance, the more stringent category
attributes should be considered as the required attributes for the service being assessed.
#
24
Table 4-2: Communication Services by Category
Communication Service Category

Communication Service
%
Comm Planning Strategic Tactical Emergency
Mgmt Comm Comm Comm Comm
1. ATC Communications
Management X
(ACM) Services
2. Air Traffic Clearances
X X
(ACL) Services
3. Departure Clearance
X
Service (DCL)
4.1.7
4.1.7.1
4. Downstream Clearance
Request Service
(DCR)
5. Flight Information
Services (FIS)
5.1. Automatic Terminal
Information Service
(ATIS)
6. Emergency Services
X
General Aircraft Interoperability Requirements
Aircraft Voice and Data Interoperability

X
The requirements controlling the VDL equipment are contained in RTCA DO-271A
MOPS and RTCA DO-224A MASPS documents. The requirements controlling avionics
analog voice are contained in RTCA DO-186A.
#
This document details the voice requirements of interoperability. The VDL Mode 3
datalink requirements are addressed in the appropriate MOPS and MASPS documents for
air traffic services that use datalink.
System interoperability and compatibility requirements are identified in RTCA DO-224A
Section 2.5.
4.1.8 Service Specific Aircraft Interoperability Requirements
This section will identify aircraft interoperability requirements for each of the services as
shown in Table 4-2. Further specifics of these services can be found in RTCA DO-279.
25
4.1.8.1 ATC Communications Management (ACM) Services
Service Description
ATC Communications Management (ACM) Services are applicable to both digital voice
and datalink communication means. ACM services provide for aircrew and controllers to
transfer ATC communications from one sector/facility/FIR to another. ACM facilitates
%
the maintenance of a communications link between the aircrew and the various Service
Providers along the route of flight. The ACM service may be offered in all phases of
flight and surface operations. The manner in which ACM is used is dependent on the
phase of flight operations, the technical means of communication and status of the
transferring and receiving ATS providers, and the use of Ground-Ground
communications. ACM service functions contain the following services:
• Next Authority designation to the aircraft;
• Termination of communications;
•

•
•
Transfer of communications authority via ATC instructions; Operation in enhanced
mode provides a display of next channel uplink.
Transfer of data and/or control authority indication to the aircrew via ATC
instructions.
The ground initiation of net log in and log out.
[I/OP 4-1] The Ground initiation of communication shall provide compatibility with
ICAO to Local ID assignments.
[I/OP 4-2] Controller shall receive an indication that the aircraft has logged out of the
user group.
[I/OP 4-3] Indication of transfer of data and/or control authority shall be provided to the
aircrew.
Use of Voice Communication
Voice provides traditional audio assistance to aircrew and controllers for transferring
ATC communications from one sector/facility/FIR to another. Voice provisioning
utilizes either analog or digital voice technology. Voice provisioning may be offered in
all phases of flight and surface operations; however, certain operational capabilities
enabled by datalink on CNS/ATM routes may not be available when using voice
#
communication only.
4.1.8.2 Air Traffic Clearances (ACL) Services
Service Description
Air Traffic Clearances (ACL) Services are applicable to both voice and digital datalink
communication means. An aircraft under the control of an ATS provider transmits
reports, makes requests, and receives clearances, instructions and notifications. ACL
service functions are defined as:
• Clearances (Vertical Clearances, Crossing Constraints, Lateral Offsets, Route
Modification, Speed Changes, Time Constraints);
• Reports and Confirmations;
• Negotiations;
• Contact/Monitor (the frequency of the next sector);
• Surveillance Support (Squawk Instruction);
• Altitude Setting;
26
• System Management Messages (Digital);

• Responses and Acknowledgements; and
• Additional Messages (volcanic ash advisory, call company, expect 30 minute delay
at... etc.)
VDL Mode 3 features such as controller override (preemption), transmit status, aircraft
%
logged in, aircraft transmit identification, ground contact indicator, and ground transmit
identification will allow procedures that will have a great positive impact on the safety
and efficiency of the communications. With proper procedures these features will
eliminate or greatly reduce the need for overhead communications such as check in and
transfer of control via voice. In addition, these features will greatly reduce the
inefficiencies of retransmissions due to step-ons and misunderstood call signs.
Voice provides traditional audio assistance to aircrew and controllers for transacting ATC
4.1.8.3

clearances except predeparture clearances. Voice provisioning utilizes either analog or
digital voice technology. Voice provisioning may be offered in all phases of flight and
surface operations. The ACL service functions listed above are provided via voice
transactions, instructions, and messages.
Departure Clearance Service (DCL)
Service Description
Departure Clearance (DCL) Service is applicable to both voice and digital datalink
communication means. DCL Service provides assistance for requesting and delivering
departure information and clearances. Within the NAS, the only departure clearance
service implemented under DCL is Predeparture Clearance (PDC). Information relevant
to DCL includes the controller ATS provider information, Clearance Number, Flight ID,
take-off runway, Destination Airport, Route of Flight (Standard Instrument Departure
(SID)), TIS code, Cleared Flight Level, and Clearance Limit, and possibly including, if
applicable, Secondary Surveillance Radar (SSR) code, departure slot, next contact
frequency and Clearance Time of Expiry. PDC is intended for use prior to movement of
#
the aircraft.
Again the VDL Mode 3 features that allow for improved communications efficiency,
with proper design and procedures, will also greatly increase the effectiveness of the
DCL service through the same mechanisms.
[I/OP 4-4] Provisions on data capable aircraft shall be provided to display datalinked
DCL service information.
Voice provides traditional audio assistance to aircrew and controllers for obtaining and
providing departure clearances. Voice provisioning utilizes either analog or digital voice
technology. The DCL information listed above is provided via voice transactions and
instructions. Voice delivery of the PDC is limited to non-ACARS equipped aircraft at
most major airports, and at those airports with limited commercial traffic.
27
4.1.8.4 Downstream Clearance Request Service (DCR)
Service Description
Downstream Clearance Request Service (DCR) is applicable to both voice and digital
datalink communication means. DCR provides the aircrew a means of obtaining
clearances or information from an ATS provider that is not in control of the aircraft, but
%
is expected to be responsible for control of the aircraft in the future. The relatively long
lead time of this type of communications service lends itself well to datalink
communication. Although there is no technology limitation that would preclude the use
of voice for DCR, in practice this would probably be accomplished via datalink.
Unless explicitly coordinated, clearances or information received through downstream
communication have no effect on the aircraft’s trajectory within the controlling ATS (C-
ATS) provider airspace. Direct contact with the C-ATS provider must be maintained,
and is unaffected by any communication with the downstream (D-ATS) provider.
4.1.8.5

[I/OP 4-5] Local procedures shall govern the need for the C-ATS provider to be made
aware of the information obtained from the D-ATS.
Voice provides traditional audio assistance to aircrew and controllers for obtaining and
providing downstream clearances. Voice provisioning utilizes either analog or digital
voice technology. The DCR information is provided via voice transactions and
instructions. Unlike datalink, where message constraints can be built into the technical
system, voice transactions can only be constrained procedurally by regulation or policy.
[I/OP 4-6] Same constraints identified under the use of datalink shall be provided for the
use of voice communications for DCR.
Flight Information Services (FIS)
Service Description
Flight Information Services (FIS) are applicable to both voice and datalink
communication means. FIS offers pilots a variety of information regarding conditions
#
along routes, in terminal areas, and at airfields for use in flight planning and condition-
induced flight plan modifications. FIS is currently provided via audio means. Current
plans for datalink provision are limited to Automated Terminal Information Service
(ATIS), which is described in Section 4.2.7.1. ATIS, as proposed for datalink
communication means, is referred to as Digital ATIS (D-ATIS).
4.1.8.5.1 Automatic Terminal Information Service (ATIS)
Service Description
Automatic Terminal Information Service (ATIS) is applicable to both voice and digital
datalink communication means. ATIS offers pilots information regarding conditions in
terminal areas and at airfields.
[I/OP 4-7] NEXCOM VDL Mode 3 shall be capable of providing ATIS to flight crews.
28
4.1.8.6 Emergency Services
Service Description
Emergency Services are applicable to voice, with the possibility that datalink may
provide automatic periodic aircraft parameter information to ATC during an emergency
situation. Current emergency communications procedures will not change as a result of
%
VDL Mode 3 implementation. An analog frequency assignment of 121.5 MHz will be
available for the foreseeable future for emergency voice communication. Voice will be
the primary means of emergency communications; however, data may have a role such as
automatically reporting minutes of fuel remaining, heading, position, and altitude
information to the ATS provider, allowing the flight crew to give full attention to flying
the aircraft.
5 DYNAMIC FUNCTIONS/OPERATIONS

This section identifies interoperability requirements associated with the dynamic
functions and operations of the ATS that are defined in the NEXCOM Principles of
Operations. For the purposes of this document, System Dynamic Functions are those
functions that involve actions and/or activities assigned to, required of, or expected of the
NEXCOM VDL Mode 3 System. Specifically, actions and/or activities that, when
altered, alter the capabilities and/or the operation of the communication system. The
alterations may be made through pilot action or may be automatically engaged in
response to changes in conditions or changes to another user’s communication system.
These include interoperability requirements associated with setting up, tearing down, and
transferring communications connections at the applications level. Also included are the
timing and specific exchange sequences for logging on and establishing technical
connectivity and conducting operational message exchanges, as well as other dynamic
aspects of using and managing the applications used.
See Section 3 for related requirements.
5.1 System Dynamic Functions in Basic and Enhanced Voice Service

#
VDL Mode 3 (see Section 2) uses TDMA to provide user access to a communication
channel, thereby allocating time slots among a defined set of users for transmitting on a
particular 25 kHz frequency assignment. The ground station acts as the network
controller, and controls the system configuration, timing, user group entry and exit, and
discreet addressing services. The ground radio maintains control of the network by
communicating signaling information with the aircraft radios in a Management (M)
channel. The aircraft radios also use the M burst to respond to uplinked channel
management information and make various requests, responses and reporting, such as
Data Reservation Request, Acknowledgement and Leaving Net messages.
A radio can begin basic digital voice operation immediately after net initialization (except
in 3T configuration). However, operations requiring discrete addressing (i.e. enhanced
voice operations and datalink) require the aircraft radio to register with the ground system
and will only be available after net entry (see Figure 5-1). If the radio is configured to
support discrete addressing, upon completion of network initialization the aircraft radio
transmits a Net Entry Request message in an appropriate downlink M burst. The ground
station responds to a Net Entry Request message by transmitting a Net Entry Response
message containing a discrete address that the entrant will use while it is in the net. Upon
29
receiving the discrete address, the aircraft user can participate in enhanced voice,
air/ground point-to-point data and uplink data broadcast services.
Upon being tuned to another channel, a Leaving Net message is transmitted from the
aircraft radio to notify the ground radio that it is leaving the user group. After
transmitting this message the exiting radio is free to participate in its new user group;
and, upon reception, the ground radio will remove the radio from its list of active users. If
%
the ground radio does not receive this message for some reason, the ground radio will
eventually note the absence of the exiting radio via polling procedures and remove the
radio from its list of active users.
NON-DISCRETE ADDRESSED DISCRETE ADDRESSED

Basic Digital Voice & Broadcast Enhanced Digital Voice & Data Link
Beacon
Beacon
Step 1. Net Initialization

Time
Net Net
Entry Entry
Req Resp
Poll
Resp
Beacon
Step 2. Net Entry (optional)
Figure 5-1: User Group (Net) Entry Process
Air/ground and Air/Air procedures for VDL Mode 3 Basic Voice Service will be
#
conducted almost entirely through the currently used human operating procedures. These
procedures are based on the use of standardized phraseology, pronunciation and
formatting of voice message content. However, in Basic Voice Service there are two
actions performed by the pilot or controller that can alter the capabilities or operation of
the communication system. Those actions involve asserting PTT by the pilot and
asserting Controller Override by the controller. These applications exploit the digital
capabilities of the VDL Mode 3 System and are discussed in detail below and include
interoperability requirements.
Enhanced Voice Service provides Optional features that further exploit the digital
capabilities of the VDL Mode 3 System. These Features have associated Dynamic
Functions or Operations. Since the Optional Features utilize data that is passed on the M
channel, Optional Features are available exclusive of the air/ground point-to-point data
and uplink data broadcast services that are intrinsic parts of the VDL Mode 3 System.
This section of the document provides interoperability requirements for the System
Dynamic Functions. The only ATC Services applicable to interoperability of Basic and
Enhanced Voice Operations are ATC Communications Management (ACM) Services.
30
Note: See Section 4.1.8.1 for definition for ACM

[I/OP 5-1] Aircraft radios shall adapt their system timing to achieve Net Initialization
upon acquiring ground timing beacon.
[I/OP 5-2] Aircraft radios with enhanced voice capabilities shall automatically transmit a
Net Entry Request message in an appropriate downlink M burst upon completion of
%
network initialization.
[I/OP 5-3] Ground radios shall automatically respond to an aircraft’s Net Entry Request
message by transmitting a Net Entry Response message containing a discrete address that
the entrant uses while it is in the net.
5.1.1 Categories of System Dynamic Functions
• Basic Voice Channel Access Control
5.1.1.1

•
•
•
•
Optional Features Availability
Timing State Changes
Mode Changes
Configuration Changes
Discussion in Section 5.1 applies to functional categories involving Voice only,

Enhanced Voice, and Simultaneous Voice and Data category (See Table 5-2). Data-only
modes do not directly affect NEXCOM functions.
Basic Voice Channel Access Control
Antiblocking provides a means to ensure that users may only seize unoccupied voice
channels. Whenever any radio in a user group is transmitting, the other radios in that user
group are automatically placed in receive-only mode via the Antiblocking function for
the duration of the PTT. Lockout will prevent undesirable interference from the other
VDL Mode 3 transmissions. All other radios in a user group are denied access to
transmit when one user is transmitting.
#
[I/OP 5-4] Antiblocking: All non-transmitting aircraft shall be automatically locked into
receive mode whenever any other user in the user group occupies the voice channel.
Controller Override means that ATS providers may seize the channel at any time.
[I/OP 5-5] Controller Override shall place all other user group VDL Mode 3 radios in
receive only mode.
[I/OP 5-6] All aircraft radios shall remain in receive mode as long as the controller is
asserting voice preemption.
5.1.1.2 Features Available for Optional User Implementation
There are ten (10) VDL Mode 3 Optional features listed and described in Section 3.7.6 of
NEXCOM Principles of Operations document (RTCA DO-279). Each of these optional
features requires participation in Enhanced Digital Voice Operation in which each
aircraft user has a discrete address. Categories of Dynamic Functions and Operations
associated with each Optional Feature are provided below.
31
5.1.1.2.1 Transmit Status
Transmit Status is an indication to the pilot of transmission access (see Section 2.3.1).
There are no Dynamic Functions associated with Transmit Status.
5.1.1.2.2 Service-Level Status
%
Service Level Status is a function generated by the VDR and used by the VDR and CMF
for management.
There are no Dynamic Functions associated with Service Level Status.
5.1.1.2.3 Next Channel Uplink
Next Channel Uplink is described in Section 3.7.6.4 of NEXCOM Principles of
5.1.1.2.4
5.1.1.2.5

Operations document (RTCA DO-279). The ground user triggers the Next Channel
Uplink as part of the Transfer of Communication procedure. Using the M channel, the
ground radio sends next channel tuning value to the aircraft radio tuning function.
[I/OP 5-7] The aircraft radio’s tuning function indicator shall display the new channel
value prescribed by the ground user.
Note: There are no Dynamic Functions associated with retuning the VDR. However, the
subsidiary processes of timing acquisition, net login, et al, may result in changes to the
VDR’s capabilities.
Aircraft Transmit ID
There are no Dynamic Functions associated with Aircraft Transmit ID.
Aircraft Logged In
The aircraft logged in feature is described in Section 3.7.6.5 of NEXCOM Principles of

#
Operations document (RTCA DO- 279). The feature provides the ground user with
information about each aircraft having logged into the user group.
[I/OP 5-8] The ground users system automation shall automatically indicate which
aircraft are logged into the user group upon receiving acknowledgement of a successful
Net Entry process of an aircraft user.
5.1.1.2.6 Signal Quality Indicator
There are no Dynamic Functions associated with the Signal Quality Indicator.
5.1.1.2.7 Ground Contact Indicator
The Ground Contact Indicator provides a pilot with positive feedback when the aircraft
radio is communicating with the proper ground radio when operating within ground
station coverage. During the Net Entry process, the aircraft radio receives a code
identifying the ground station controlling the service volume. Whenever the ground radio
transmits, this same code is included in the message. Therefore, an aircraft radio can
32
discriminate against transmissions from co-channel stations in other service volumes that
could possibly be received due to anomalous propagation. This indicator is not available
when the aircraft is operating beyond ground station coverage.
There are no Dynamic Functions associated with the Ground Contact Indicator.
%
5.1.1.2.8 Ground Transmit ID
The existing analog air-ground communication system does not provide the means to
differentiate between aircraft and ground users. Users can usually determine which type
of radio user is speaking by the operational context, information provided and
voice/speech characteristics. Ground Transmit ID offers an additional means for
discriminating between users by indicating whether an aircraft or ground station
transmitter is accessing the channel.
There are no Dynamic Functions associated with Ground Transmit ID.
5.1.1.2.9
5.1.1.2.10

Call Queuing Request
[I/OP 5-9] NEXCOM shall provide dynamic management of datalink between VDRs
and NAS Automation Applications providing datalink services.
Urgent Downlink Request
Urgent Downlink Request (UDR) provides the means for a pilot to indicate to the
controller that voice service is needed while the channel is occupied. Urgent Downlink
Request is not for routine use, but to be used in situations requiring a timely response (see
definition) when the frequency is congested. Operating procedures developed for VDL
Mode 3 radio use in the NAS will provide guidance for air traffic controller action should
multiple Urgent Downlink Requests be received. Definition: Urgency—A condition of
being concerned about safety and of requiring timely but not immediate assistance; a
potential distress situation.
[I/OP 5-10] NEXCOM shall provide automation with the ICAO address for purposes of
#
identifying an aircraft that transmitted an Urgent Downlink Request.
[I/OP 5-11] Automation shall provide an indication to the controller of which aircraft
has requested Urgent Downlink.
5.1.1.3 Timing States
The ground station establishes the TDMA timing reference for the aircraft radios in the
user group by periodically broadcasting a beacon signal. The aircraft radios extract the
system timing information from the ground beacon. There are three distinct timing states
designated as TS1, TS2, and TS3 for use by aircraft radios. The timing state entered
depends upon how accurately the aircraft radio can maintain time relative to the system
timing reference received from a ground beacon or from another aircraft.
In timing state TS1 an aircraft radio receives periodic timing updates from its ground
beacon to maintain accurate time relative to the network time reference. In TS1 the
aircraft can access both voice and data services.
33
In timing state TS2 the aircraft radio does not receive its ground radio beacon and its time
is being updated by less accurate Alternate Timing Signals from other aircraft or other
ground sources. The aircraft radio does not have the necessary timing accuracy to
guarantee normal voice or data operation within the TDMA timing boundaries, but the
radio will be able to operate only in a voice mode by using a reduced vocoder data rate.
[I/OP 5-12] Aircraft radios shall automatically change to truncated voice operation
%
(reduced vocoder data rate) upon losing the ground radio timing beacon;
[I/OP 5-13] Aircraft radios shall automatically change to basic voice operation upon
losing the ground radio timing beacon.
In timing state TS3 the ground radios are absent and the aircraft radios’ clocks are free
running. The aircraft radio will eventually drift to the point that the TDMA timing
structure can no longer be maintained.
[I/OP 5-14] Aircraft radios shall automatically switch to non-TDMA D8PSK single 25
5.1.1.4

kHz channel upon losing all external timing sources.
Mode Changes
A fully equipped VDR has eight modes of operation, six of which are associated with
NEXCOM. These modes are summarized in table 5-2. Voice signals in the first two
modes are provided via normal audio I/O, with transmit and receive conditions initiated
by the operator with the microphone.
The third mode is the VDL Mode 3 voice-only mode. This mode provides a digital voice
communication capability on any VDL Mode 3 System frequency. The fourth mode is
VDL Mode 3, which requires participation in Enhanced Digital Voice Operation in which
each aircraft user has a discrete address.
The fifth through seventh modes are non-VDL Mode 3 modes and are not further
addressed in this chapter.
The eighth mode is VDL Mode 3 simultaneous voice and data modes. Aircraft radio
#
operation in this mode provides a voice communication capability and, [depending on the
assigned frequency's channel configuration (See Section 5.1.1.3) and a connection with
an appropriate CMF] a simultaneous data capability.
Aircraft radios automatically change modes:
• based on data received from the ground radio during Net Initialization.
• based on the sixth digit or the fifth and sixth digits of the channel name provided by
the ATS Provider.
• to 25 kHz DSB-AM upon receiving a channel name with fifth and sixth digits of 00,
25 and 75 (e.g. 118.700). .
• to VDL Mode 3 voice or VDL Mode 3 voice and data upon receiving a channel name
with a sixth digit of 1, 2, 3, or 4 (e.g. 118.754).
• to 8.33 kHz DSB-AM voice-only mode upon receiving a channel name with a sixth
digits that is either a 0 or 5, but because the label is not easily divisible by 25, it does
not duplicate any 25kHz channel label.
34
Table 5-2: NEXCOM Voice and Data Modes
Functional
Mode of Operation Tuning TX/RX Control
Category
DSB-AM on 25 KHz spacing Manual PTT
%
Voice-Only DSB-AM on 8.33 KHz spacing Manual PTT
VDL Mode 3 voice Manual PTT & System
Enhanced Voice VDL Mode 3 voice Manual PTT & System
[C]MF via
ACARS Mode 0 [C]MF
Data Keyline
Data-Only
VDL Mode A (ACARS) [C]MF VDR
VDL Mode 2 [C]MF VDR
Simultaneous Manual/Auto
5.1.1.5

Voice & Data
VDL Mode 3 voice and data
Configuration Changes
matic
PTT & System
The VDL Mode 3 System, using TDMA techniques, is designed to provide support for up
to four individual user groups on a given frequency. A user group comprises multiple
aircraft and a ground controller in communication with each other. All configurations
include voice communication capability; there are voice-only configurations but there are
no data-only configurations. See Section 2.5.
[I/OP 5-15] All aircraft radios in a user group shall switch to the System Configuration
provided in the uplink M burst.
#
35
6 ALLOCATION OF INTEROPERABILITY REQUIREMENTS
This section should allocate the requirements among the stakeholders from sections 3, 4
and 5.
%
The following legend describes the allocation, approved by and traceability columns.
Aircraft system – A
Ground System – G
MASPS- Minimum Aviation System Performance Specification
OSED - Operation Environmental System Description

Requirement
[I/OP 3-1]
[I/OP 3-2]
Table 6-1: Interoperability Requirements
Description
NEXCOM VDL-3 shall provide a

Multiple Radio Interconnect function
that prevents self-interference in the
radio management functions at either
the RF or Protocol level in a multiple
radio implementation for use by an
operator.
Transmit Status Indicator shall
indicate the status of communication
capability.
Allocation
A
Approved
by:
FAA
FAA
Traceability
MASPS,
OSED
MASPS,
OSED
[I/OP 3-3] An indication of availability of A/G FAA MASPS

communications shall be provided.
[I/OP 3-4] The Urgent Downlink Request shall A FAA MASPS,
#
be a user initiated message. OSED
[I/OP 3-5] Airborne user (pilot) shall have a A FAA MASPS

means of canceling the Urgent
Downlink Request message from the
controller’s queue.
[I/OP 3-6] Airborne Users shall be notified of A/G FAA MASPS

non-availability of Urgent Downlink
function.
[I/OP 3-7] Urgent Downlink Request shall be G FAA MASPS
provided to ATS with an indication
of which aircraft has requested
Urgent Downlink.
36
Requirement Description Allocation Approved Traceability

by:
[I/OP 3-8] Controller Override shall be an G FAA MASPS,

operator (controller) initiated OSED
function for each situation which
%
requires the controller to have access
to the VDL Mode 3 channel.
[I/OP 3-9] Next channel uplink message shall G/A FAA MASPS,
be an air traffic service provider OSED
initiated function.
[I/OP 3-10] Next channel uplink shall be A FAA MASPS,
displayed to the operator of the OSED
aircraft radio.
[I/OP 3-11] Tuning to the next channel shall be A FAA MASPS,

[I/OP 3-12]
[I/OP 3-13]
[I/OP 3-14]
[I/OP 4-1]
subject to approval and execution by
the pilot.
The aircraft’s ICAO address shall be
obtained from the ICAO address
source.
VHF digital and UHF analog
downlink voice communications
shall be delivered to the air traffic
controller as operational
requirements dictate.
Controller shall be made aware of
simultaneous VHF/UHF
transmissions.
The Ground initiation of
communication shall provide
compatibility with ICAO to Local ID
A
G
FAA
FAA
FAA
FAA
OSED
MASPS,
OSED
OSED
OSED
OSED
assignments.
[I/OP 4-2] Controller shall receive an indication G FAA OSED
#
that the aircraft has logged out of the
user group.
[I/OP 4-3] Indication of transfer of data and/or A FAA MASPS,
control authority shall be provided to OSED
the aircrew.
[I/OP 4-4] Provisions on the aircraft shall be A FAA MASPS,
provided to display datalinked DCL OSED
[I/OP 4-5] Local procedures shall govern the G FAA MASPS,
need for the C-ATS provider to be OSED
made aware of the information
obtained from the D-ATS.
[I/OP 4-6] Same constraints identified under the A/G FAA MASPS,
use of datalink shall be provided for OSED
the use of voice communications for
DCR.
37

by:
[I/OP 4-7] NEXCOM VDL Mode 3 shall be A/G FAA MASPS,

capable of providing ATIS to flight OSED
crews.
%
[I/OP 5-1] Aircraft radios shall adapt their A FAA MASPS,
system timing to achieve Net OSED
Initialization upon acquiring ground
timing beacon.
[I/OP 5-2] Aircraft radios shall automatically A FAA MASPS,
transmit a Net Entry Request OSED
message in an appropriate downlink
M burst upon completion of network
initialization.

[I/OP 5-3]
[I/OP 5-4]
[I/OP 5-5]
[I/OP 5-6]
Ground radios shall automatically
respond to an aircraft’s Net Entry
Request message by transmitting a
Net Entry Response message
containing a discrete address that the
entrant uses while it is in the net.
Antiblocking: All non-transmitting
aircraft shall be automatically locked
into receive mode whenever any user
in the user group occupies the voice
channel.
Controller Override shall place all
other user group VDL Mode 3 radios
in receive only mode.
All aircraft radios shall remain in
receive mode as long as the
G
A/G
A
FAA
FAA
FAA
FAA
OSED
MASPS,
OSED
MASPS,
OSED
MASPS,
OSED
controller is asserting voice
preemption.
#
[I/OP 5-7] The aircraft radio’s tuning function A FAA MASPS,
indicator shall automatically display OSED
the new channel value prescribed by
the ground user.
[I/OP 5-8] The ground users system automation G FAA MASPS,
shall automatically indicate which OSED
aircraft are logged into the user
group upon receiving
acknowledgement of a successful
Net Entry process of an aircraft user.
[I/OP 5-9] NEXCOM shall provide dynamic G FAA MASPS,
management of datalink between OSED
VDRs and NAS Automation
Applications providing datalink
services.
38

by:
[I/OP 5-10] NEXCOM shall provide automation G FAA MASPS,

with the ICAO address for purposes OSED
of identifying an aircraft that
%
transmitted an Urgent Downlink
Request.
[I/OP 5-11] Automation shall provide an G FAA MASPS,
indication to the controller of which OSED
aircraft has requested Urgent
Downlink.
[I/OP 5-12] Aircraft radios shall automatically A FAA MASPS,
change to truncated voice operation OSED
(reduced vocoder data rate) upon

[I/OP 5-13]
[I/OP 5-14]
[I/OP 5-15]
losing the ground radio timing
beacon;
Aircraft radios shall automatically
change to basic voice operation upon
losing the ground radio timing
beacon
Aircraft radios shall automatically
switch to non-TDMA D8PSK single
25 KHz channel upon losing all
external timing sources.
All aircraft radios in a user group
shall switch to the System
Configuration provided in the uplink
M burst.
A
A
FAA
FAA
FAA
MASPS,
OSED
MASPS,
OSED
MASPS,
OSED
7 UNIQUE CHARACTERISTICS
#
This section should identify any unique characteristics or exceptions to the
recommendation for implementation made by the VDL Mode 3 SARPS or MASPS.
7.1 Exceptions
The VDL Mode 3 SARPS and the VDL Mode 3 MASPS identify the configuration of 3T
in the radio channel configuration as optional. There is currently no intention to use the
configuration of 3T in the U.S. NAS.
In Section 2, Table 2-1, there are two services that are identified as CAP and FLIPCY,
which are not intended for initial use in the U.S. NAS.
These exceptions are not recommended for implementation at this time.

APPENDIX A
RTCA SC-198 MEMBERSHIP
%
SC-198 Membership
SC-198 Leadership
Grundmann, Karl NASA Ames
SC-198 Co-Chair
Jaafar, Abe Delta Airlines
SC-198 Co-Chair

Cassidy, Barbara
SC-198
Federal Representative
White, Ben
SC-198 Secretary
Doug Blythe
WG-6 Chair
White, Ben
WG-6 Secretary
Abulhosn, Moin
Adams, William
Allender, Annette
Benike, Chris
Bibb, Charlie
Federal Aviation Administration (FAA),
AND-360
FAA/Consultant
WG-6 Leadership
ARINC
FAA/Consultant
SC-198 Members
FAA/AIR-130
FAA/AFS-430
FAA/ASR-200
US Air Force, Scott AFB, IL
Gables Engineering
Bonahoom, Norman ITT
Breunig, Jeff Arthur D. Little, Inc.
#
Bruner, Kent ITT
Bryant, Jerry G. RTCA, Inc.
Caldwell, Rick Aircraft Certification Services
Cato, Mark ALPA
Chang, George C. Consultant
Chávez, Patricia MITRE/CAASD
Chisholm, Geoffrey FAA/AND-360
Chitty, Richard Lockheed Martin
Colón, Andy FAA/ACT-330
Dash, Ernie R. Raytheon/TSSC
David, Edward AUATAC
DeBack, Mark NATCA
Del Cid, Lisandro MITRE/CAASD
Dougherty, Steven Raytheon
Dutch, Keith FAA/ATP-430
Dyle, John ITT
Eberlin, Harry Unitech/ATP-430
Eckstein, Bruce FAA/AND-300
David, Edward AUATAC
Faulkinbury, John (Mike) Raytheon/NAVAIRPMA-209
Ferraro, Richard Azymuth Telecom
%
Fiduccia, Paul SAMA
Finale, Rick Gables
Frye, Greg FAA/AIR-130
Fuschino, Rob United Airlines
Goodwin, Hugh TRW
Greene, Janettarose FAA/ATP-430
Groggel, Robert Group 92/Lincoln Laboratory
Growitz, Diane Thane / AND-360
Hall, Angelynn SAMA

Hamel, Christophe
Heinz, Val
Jackson, Robert
Jaworski, Frank
Jewell, Tom
Jones, Bob
Jones, Sue
Kabaservice, Tom
Kearns, Kathleen
Kerns, Karol
Kilbourne, Todd
Kraft, Tom
Lamiano, Dean
Liedman, David
Magee, Bob
Honeywell
Group 92/Lincoln Laboratory
Raytheon
ITT
ITT
FAA Consultant
Trios / AND-360
Harris Corp GCSD
SITA
MITRE/CAASD
TRIOS
FAA/AIR-130
MITRE/CAASD
MITRE/CAASD
Mulkerin Associates
Martin, Jay Trios/AND-360
Majumder, Mizan TRW
#
Martzaklis, K (Gus) NASA/GRC
McCluski, Charles Azymuth Telecommunications
Mears, Al CSSI/SETA II
Monticone, Leone MITRE/CAASD
Morris, Craig Thane Inc.
Morris, William NAVAIR PMA-209
Mustach, Thomas FAA AIR 130
Newitt, Bill JWN Consulting
Nickum, Jim MITRE
Nguyen, Minh MITRE/CAASD
Paasch, Steve Certification Services, Inc.
Paris, Jon Avidyne
Pawlowski, Roger Spectracom
Pearsall, Terry Aircraft Electronics Association
Perie, Michael ATCA
Petruzel, Bill FAA/AFS-400
Poole, Robert NBAA
Prisaznuk, Paul ARINC
Rockwell, Mike ARINC
Rogers, Steve Boeing
Ross, Patricia B. TRW
Sayadian, Albert FAA/AIR-130
Schaefer, Greg FAA/AND-360
%
Schmidt, Sandra FAA/ARW-100
Shetley, Albert TRIOS
Siebenthall, Bruce FAA/AND-360
Singleton, Joe Inside FAA Newsletter
Smith, Bernald S. SSA/FAI
Smith, L. B. Motorola
Strain, Rob MITRE/CAASD
Striegel, Bob ALPA

Swann, Dana
Szuba, Vic
Tahmisian, Ted
Thibedeau, Richard
Thusius, Patric
Travis, Paul
Van Trees, Steve
Wade, Matt
Walton, Madison
Weigand, Peter
Willis, Don
Wilson, Max
Winski, Paul
ARINC
Naval Air Systems Command
Raytheon Radios & Terminals
AUATAC
HQ USAF/XOR-GANS
FAA/AND-360
FAA/AIR-130
FAA/AIR-130
ALPA
NAVAIR
FAA/ASR-200
ITT
FAA/ARN-100
#

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Next Generation AirGround Communications

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RTCA Paper No.

Suite 805,1828 L Street

Next Generation Air/Ground Communications

(NEXCOM) VDL Mode 3 Interoperability

Prepared by SC-198 RTCA/ DO-XXX

4.1.8.3 Departure Clearance Service (DCL) .............................................................................. 26

TABLE OF FIGURES AND TABLES

FIGURE 1-1: NEXCOM DEPLOYMENT ................................................................................................. 5

This document will identify Next Generations Air/Ground Communications (NEXCOM)

1.2 Document Organization

Table 1-1: Communications Services and Categories

Communication Service Category

 b. ATC Microphone Check

7.1. Automatic Terminal

1.3.1.1 Expected Deployment of NEXCOM

NEXCOM Segment 1 NEXCOM Segment 2 NEXCOM Segment 3

ATS Communication Services

Figure 1-1: NEXCOM Deployment

1.3.2.1 ATS Applications

The following assumptions relate to the requirements in this standard:

Relationships To Other Documents

This document is linked to the processes promoted by Annex G, RTCA DO-264/ED-78A

1.5 Description of This Document

1.5.1 Mandating and Recommendation Phrases

Acronyms and Abbreviations

ICAO The 24 bit ICAO identifier assigned to a specific

ICAO Doc 9694-AN/955, Manual of ATS Datalink Applications, 2002

RTCA DO-186A, Minimum Operational Performance Standards (MOPS) For Airborne

NEXCOM SYSTEM COMPONENTS

2.1 Ground System Component Descriptions:

NEXCOM Ground System Components

VHF Tx/Rx M/S

Figure 2-1: NEXCOM Ground Systems Components

Multimode Digital Radio (MDR) in VDL 3 operation.

Maintenance, Monitoring and Control Workstation (MMCWS): MMCWS is a fixed

Figure 2-2: Avionics Equipment Interfaces

2.3.1 Basic Voice Operation

2.3.2 Enhanced Voice Operation

2.3.3 Enhanced Voice/Data Operations

2.4 Air Traffic Services (ATS)

Table 2-1: Avionics Equipment /Operational Mode Matrix

2.5 System Configuration

The VDL Mode 3 system architecture offers a degree of flexibility to accommodate a

DO- 279. Each system configuration corresponds to a specific pre-configured static

The 4-slot configurations

The 4-slot configurations include the following:

2.5.2 The 3-slot configurations

3 REQUIREMENTS FOR COMMUNICATION SERVICES

Common Communications Services

VDL Mode 3 Services which support datalink communications are

3.1.1 Multiple Radio Interconnect

Multiple Radio Interconnect is defined as a coordination function between multiple

3.1.2 Transmit Status Indicator

Service Level Status

[I/OP 3-3] An indication of availability of communications shall be provided.

Urgent Downlink Request

3.1.5 Controller Override

3.1.6 Next Channel Uplink

3.1.7 Audio Interface

ICAO Address Source

UHF (Military) Communications Interoperability

[I/OP 3-14] Controller shall be made aware of simultaneous VHF/UHF transmissions.

Table 4-1: Services, Service Description Variations, and Provision

Service Voice Datalink

b. ATC Microphone Check