CHAPTER 4 THE ROLE OF VDL MODE 4 IN CNS/ATM

CHAPTER 4

THE ROLE OF VDL MODE 4 IN CNS/ATM

Document control

Version Status Date Page(s) affected Notes

1.0 Issued 29 OCT 1999 Issue 1 (Chapter 3)

1.1 20 MAR 2001 All Document update; 1st

draft
1.2 28 MAY 2001 REVIEW ISSUE

1.3 27 AUG 2001 Minor changes.

1.4 12 SEP 2001 Editorial

2.0 Issued 19 SEP 2001 ISSUE II

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CHAPTER 4

Table of contents

4.1 INTRODUCTION 1
4.2 THE VDL MODE 4 VISION 1
4.3 TECHNICAL CONTEXT 1
4.4 OVERVIEW OF VDL MODE 4 SERVICES 2
4.4.1 Communication services 3
4.4.1.1 Broadcast services 4
4.4.1.2 End-to-end communication services 4
4.4.2 Functions and applications 5
4.4.2.1 Use of multiple channels 6
4.4.2.2 Surveillance 6
• ADS-B 6
• ADS-C 8
• Illustrative uses of ADS applications 8
o Cockpit Display of Traffic Information (CDTI) 8
o Traffic Information Service (TIS) 8
o Air-to-air surveillance 9
o ATS surveillance (air) 9
o Surface movement surveillance 10
o Search and Rescue (SAR) 11
o Fleet management 12
4.4.2.3 Communications 12
• Illustrative uses of communication applications 12
o Controller-pilot data link communications (CPDLC) 12
o Departure clearance service (DCL) 12
o Flight Information Services (FIS) 12
o Airlines Operational Communications (AOC) 13
4.4.2.4 Navigation 13
• Illustrative uses of navigation applications 13
o GNSS augmentation 13
o Secondary navigation capability 14
4.5 VDL MODE 4 STANDARDISATION STATUS 14

APPENDICES:
A. OVERVIEW OF VDL MODE 4 FUNCTIONS AND APPLICATIONS
B. VDL MODE 4 SUPPORT OF FUTURE CNS/ATM OPERATIONAL SCENARIOS

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CHAPTER 4 - THE ROLE OF VDL MODE 4 IN CNS/ATM

4.1 INTRODUCTION

This chapter provides an overview of the VDL Mode 4 services in support of ATM
and describes the key functions and applications supported by the system. The
concluding section is an account of how the ATM functions and applications included
in the generic scenarios in Appendix A to Chapter 3 can be accommodated by the
system. The description of VDL Mode 4 applications builds on the description of the
future ATM environment provided in Chapter 3.

4.2 THE VDL MODE 4 VISION

Based on the Self-organising Time Division Multiple Access (STDMA) technology,
VDL Mode 4 was developed to meet the requirements for a high capacity data link
supporting demanding ATM applications. The capabilities of VDL Mode 4 aim to
meet the following requirements:

• To operate from gate-to-gate, on the ground and in all types of airspace, with
global implementation.
• To operate without the need for complex ground infrastructure, although
additional benefits may be gained if this is available.
• To offer a solution for all user groups with appropriate cost-effectiveness and
performance to meet different user requirements.
• To support a range of ATM applications across all CNS domains.

VDL Mode 4 Vision

In line with this vision, VDL Mode 4 is an “open-ended” system, which can be
adapted to new applications as requirements become available. The VDL Mode 4
concept can thus be described as a “toolkit”.

4.3 TECHNICAL CONTEXT

Note: A technical description of the system is provided in Chapter 5. The very high-
level description below is given to ease the understanding of the technical context of
the functional capabilities described in this chapter.

VDL Mode 4 is a time-critical VHF data link, providing digital communications

between mobile stations (aircraft and airport surface vehicles) and between mobile
stations and fixed ground stations. It was developed for CNS/ATM aviation
applications, including broadcast applications (e.g. ADS-B) and point-to-point
communications (e.g. CPDLC). The most prominent property of VDL Mode 4 is its
efficient exchange of short repetitive messages.

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VDL Mode 4 transmits digital data in a standard 25 kHz VHF communications

channel and employs a Time Division Multiple Access (TDMA). A TDMA system
divides the communication channel by time segments by first specifying a frame1,
which in turn is subdivided into time slots. The start of each slot is an opportunity for
a station to transmit.

A surveillance system such as ADS-B cannot have restrictions that specify the
maximum number of participating stations. VDL Mode 4 is capable of handling
overload situations (i.e. more slots are required than currently available), and to
adapt to the traffic in a controlled and safe manner.

Built on the Self-organising TDMA (STDMA) concept, the unique feature of VDL
Mode 4 is the way that the available transmission time is divided into a large number
of short time-slots synchronised to UTC. Each time slot may be used by a radio
transponder (mounted on aircraft, ground vehicles or at fixed ground stations) for
transmission of data. The exact timing of the slots and planned use of them for
transmissions are known to all users in range of each other, so that efficient use of
the data link can be made and users do not transmit simultaneously. As a result of
this ‘self-organising’ protocol, VDL Mode 4 does not require any ground infrastructure
to operate and can therefore support air-air as well as ground-air communications
and applications. The concept is illustrated in Figure 4-1.

Figure 4-1 Time-slots in VDL Mode 4

Timeslot 1
used by Timeslot 3
aircraft A used by
aircraft B

1 2 3 4 5 6 7

Timeslot 2
used by
ground
station

4.4 OVERVIEW OF VDL MODE 4 SERVICES

VDL Mode 4 provides a range of digital communications services that support many
CNS/ATM applications. However, VDL Mode 4 also incorporates a surveillance
element, in which all users regularly transmit their position, making it possible for all
aircraft, ground stations and other users to know the exact location of all other users
in the vicinity. This information is used to manage the data link, but also makes

1
The term “superframe” is used for VDL Mode 4

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possible a host of communication, navigation and surveillance applications, as

illustrated in Figure 4-2.

Figure 4-2 VDL Mode 4 communications services and example applications

Cockpit Display of Traffic

Information ( CDTI)
Flight Information Airborne separation
Controller-Pilot Data Air-air Service- broadcast assurance (ASAS)
Link Communication communications (FIS-B) Precision Runway
User (CPDLC) Non- ATN Air-air Traffic Information
functions & Precision Service - broadcast Monitoring (PRM)
ADS contract ground-air trajectory
applications navigation Surface movement
(ADS-C) communication negotiation (TIS-B)
Non Precision surveillance
Approach Secondary navigation

Core functions ground-air

ATN GRAS data broadcast ADS-B
supported
VDL Mode 4

ground-air ground-air air-air ground-air air-air ground-air air-air

VDL Mode 4
Services End-to-end End-to-end Data Position
communications communications broadcast broadcast
ATN services VDL Mode 4 specific services

VDL Mode 4 provides a platform on which to develop new, yet not fully defined
applications. Such applications operate in a wide range of operational scenarios from
worldwide civil aviation to the local airport environment.

Figure 4-2 illustrates VDL Mode 4 user functions and applications and their
relationship to the core functions and communication services supported by the
system. The description in this section expands on the diagram.
Notes: Refer also to Chapter 3, which provides generic, and more detailed,
descriptions of CNS/ATM functions and applications. For consistency, the same
distinction is made here between a function (e.g. ADS-B, CPDLC) and an application
(e.g. CDTI, AOC communications) building on a function. The use of these terms , as
well as the term service, is explained in Section “Document purpose and scope” at
the beginning of the document.
Even though VDL Mode 4 support applications across all CNS domains, it should
also be noted that the ICAO VDL Mode 4 SARPs have only been validated for
services and applications related to surveillance.

4.4.1 Communication services

VDL Mode 4 supports two different types of communication services:
• VDL Mode 4 specific services (VSS);
• VDL Mode 4 ATN data link services (DLS).

The VDL Mode 4 specific services include broadcast and point-to-point (addressed)
communications with a minimum of overhead information for exchange of time-critical

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data. VDL Mode 4 constitutes an ATN sub-network and thus provides fully ATN-
compliant communication services. Together these services support several
broadcast and end-to-end communication functions that support a range of air-
ground and air-air ATM applications. As elaborated in Chapter 6 (Architectures and
implementations), VDL Mode 4 services are accommodated on multiple VHF
channels. While DLS channels must be separated from those supporting VSS,
various broadcast functions and applications could share a channel. The possibilities
for channel sharing depends on various constraints such as channel availability,
certification requirements and ATS regulations and may differ between states and
regions.

4.4.1.1 Broadcast services

Broadcast of data is the fundamental VDL Mode 4 technique, while point-to-point
communications could be seen as a complement necessary for realising specific
needs in the future ATM concept. As the enabler of important applications and
services such as ATS surveillance, cockpit display of traffic, surface movement
surveillance and airborne separation assurance, ADS-B is the key VDL Mode 4
function.

ATN does not support broadcast transmissions. Such services are therefore defined
as "specific services" in the ATN context. Broadcast transmissions are used in many
different CNS/ATM applications. Depending on the application the broadcast
transmission can be made both by ground stations and mobile units.

4.4.1.2 End-to-end communication services

In VDL Mode 4, end-to-end communications can be realised as a VDL Mode 4
Specific Service (VSS) or using the full ATN protocol stack as illustrated in Figure 4-
3.
Figure 4-3 VDL Mode 4 end-to-end communications

APPLICATION

Point-to-point air/ground

Point-to-point Broadcast
ATN ROUTER air/air air/ground
air/ground air/air

VDL Mode 4
AMSS DL HF DL Data Link Services (DLS) VDL Mode 4
Specific Services (VSS)

VDL
Mode S DL VDL MODE 4
Transceiver

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VDL Mode 4 specific services offer efficient end-to-end services for time-critical
applications. The selection whether ATN or VSS is to be used is made by the
application in question based on the quality of service (QoS) requirements such as
aircraft equipage, type of ground infrastructure, time criticality, economic aspects and
channel loads. The selection of the sub-network to be used for ATN communications
(i.e. VDL modes, AMSS, HF data link or Mode S data link) is made by the airborne
router (see Figure 4-4).

A particular advantage of using VDL Mode 4 for ATN communications is that the
reservation protocols available can be used to reserve transmission time for each
message. This significantly reduces the probability of channel contention (i.e. when
two or more transmissions attempt to access the channel at the same time)
compared to, for instance, VDL Mode 2. The result is greater capacity. ATN
communications, illustrated in Figure 4-4, will always use a separate frequency.

Figure 4-4 VDL Mode 4 ATN concept

Application

ATN router

VDL Mode 4 Data-link Data-link

DLS n n+1

ATN router

Application

4.4.2 Functions and applications

This section expands on the VDL Mode 4 ATM functions and applications identified
in Figure 4-2 following the traditional subdivision into Communications, Navigation
and Surveillance (CNS). As ADS-B is the fundamental VDL Mode 4 function,
surveillance applications are described first, followed by communications and
navigation applications. It should be noted that the boundaries between C, N and S
are somewhat indistinct, as all functions and applications essentially are based on
(data link) communications. In this section, the intended use of an individual
application has been used to determine the group in which it is described.

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Figure 4-5 provides a broad overview of key VDL Mode 4 functions and applications
and identifies data sources and users. A more detailed view is provided in Appendix
A to this chapter. Various VDL Mode 4 ground and air architectures are described in
Chapter 6.
Figure 4-5 - Overview of VDL Mode 4 services

Autonomous ADS-B A/A point-to-point communications

ADS-B Broadcast
services A/G point-to-point communications

Data to/from ground stations

Surveillance systems ATS

MET systems Aircraft operators

Military

4.4.2.1 Use of multiple channels

The number of channels required to support VDL Mode 4 C, N and S services in a
certain area will depend on local and regional conditions such as the traffic density
(affecting the channel load), certification requirements, ATS regulations and
spectrum availability. Whereas a single channel may be acceptable to support ADS-
B, GRAS, TIS-B and FIS-B in one area, multiple channels may be required to support
ADS-B and TIS-B alone in a high-density terminal area, supplemented by separate
channels that support GRAS and FIS-B. Appendix B to Chapter 5 (Channel
management) provides more information.

4.4.2.2 Surveillance
ADS-B
The ADS-B function uses the VDL Mode 4 synchronisation burst message format to
broadcast regularly an aircraft’s or vehicle’s identity, position, altitude, time, state
vector and intent information for use by other users, both mobiles and ground
stations. Because position reporting is an integral part of communications
management in VDL Mode 4, the core elements of ADS-B are already present on the
link.

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The size of the time slots on the data link is adapted to accommodate an ADS-B
report. A time slot may accommodate other information elements as illustrated in
Figure 4-6.

ADS-B supports many mobile-mobile surveillance applications such as cockpit

display of traffic information (CDTI)2, airborne situational awareness (AIRSAW) and
airborne separation assurance (ASAS) applications. When the VDL Mode 4 system
includes ground stations it is also able to support applications such as Advanced
Surface Movement Guidance and Control Systems (A-SMGCS), enhanced ATS
surveillance, Search And Rescue (SAR) co-ordination, etc.

Figure 4-6 - Time-slot usage in VDL Mode 4

Reporting rate for aircraft A, e.g.

once every 5s

Reporting rate for aircraft B,

once every 5s

KEY Position reports from Met data, etc

aircraft A
Position reports Other aircraft
aircraft B reports
Note: actual number of slots is much larger than shown.

Figure 4-7 provides an overview of the ADS-B concept realised through VDL Mode 4.

Figure 4-7 ADS-B concept

Aid to Visual Acquisition

GNSS, Nav & Other
Data ADS-B Concept

Conflict Avoidance

Pilot Input
(e.g., call sign)
Message Message
Message Report
Exchange Exchange Separation assurance
Generation Assembler
Function Function
Function Function
- Emission Message - Receive

Transmission
Pressure, Altitude VDL Mode 4 detection of Infraction
ADS-B Source ADS-B User of ground rules
Transmitting Receiving
Source, Data Subsystem Subsystem
Etc.

Client Applications

2
CDTI in this context means the functional capability to display position information of
adjacent traffic, not the physical unit.

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Figure 4-8 shows how ADS-B can be used to provide ground surveillance across a
large geographical area through the use of a network of ground stations. Local
servers at ground stations passively collect surveillance information from mobiles and
send this information to a network service for transmission to the end application
(e.g. to support ATS surveillance).

Figure 4-8 Ground network support for ADS-B

LS LS

LS

NS

LS = Local Server
LH1234 XX1234
NS = National Server
SK1234

ADS-C
ADS-C is based on air-ground point-to-point communications and can be supported
by VDL Mode 4 through its ATN services. As VDL Mode 4 operates on the line-of-
sight VHF band, ADS-C would require the presence of an ATN router within the radio
horizon and an ATN network to carry the position data beyond the radio horizon. In
this environment, an ADS-B surveillance implementation such as that illustrated in
Figure 4-6 would offer clear efficiency and capacity advantages.

Illustrative uses of ADS applications

Cockpit Display of Traffic Information (CDTI)
As described in Chapter 3, a CDTI provides the aircrew with situation awareness with
regard to adjacent traffic. Traffic information for the CDTI may be obtained from one
or multiple sources, including ADS-B and TIS-B and may provide ranges up to 200
nautical miles. A CDTI with suitable functionality is a pre-requisite for realising those
future ATM applications that are based on the delegation of separation assurance
responsibilities from ground ATC to the aircrew.

Traffic Information Service (TIS)

TIS is an ATM function that uses a data link to upload radar surveillance data from
the ground to aircraft to supplement ADS-B reports in airborne surveillance. VDL
Mode 4 supported broadcast TIS (TIS-B) will provide ADS-B equipped aircraft with
position information for non-equipped aircraft as illustrated in Figure 4-8 to provide
situation awareness of all nearby traffic. Thus TIS-B is an important function to

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deliver benefits from ADS-B in a partially equipped environment and during the
transition from a radar-based to ADS-B surveillance environment. TIS-B reports are
typically restricted to position information on aircraft not equipped with ADS-B. This
means that CDTI on board equipped aircraft will predominantly be based on TIS-B
early in the transition process. The proportion of ADS-B reports will gradually
increase over time.

Supported by VDL Mode 4, TIS-B position reports are typically uplinked on the same
channel(s) as used for ADS-B.

Air-to-air surveillance
Basic air-to-air surveillance capability is provided by ADS-B. The direct air-to-air
communication (addressed) capability of VDL Mode 4 VSS might be used to
implement a temporary pairwise “cross link” for trajectory negotiations between two
aircraft in autonomous flight operations (free flight). Such a cross link would be used
to ensure that action taken by one aircraft in a conflict situation does not conflict with
the other aircraft’s intentions in response to the same conflict.

Figure 4-9 TIS-B concept and ATC surveillance provided by ADS-B and radar

ADS-B
ATC
TIS-B

ATC surveillance (air)

The ADS-B application of VDL Mode 4 can be used with ground stations to provide
ATS surveillance either as an alternative to radar or working in conjunction with
existing radar systems. During a transition phase there is likely to be a mixed
coverage of ADS-B and radar surveillance.

Track data based on ADS-B and radar position reports is presented on ATS displays
as illustrated in Figure 4-9. The surveillance architecture may use multi-sensor data
fusion at the ATC centres to transform radar and ADS-B reports into aircraft track
files and aircraft intent files. ARTAS (ATC Radar Tracker and Server), developed by
EUROCONTROL, is an example of a tracker accepting data from multiple
surveillance sources.

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The quality of ADS-B data (based on precise GNSS position and course information)
information is typically superior to radar-only data and therefore provides a better
basis for predictions made by the ground system. This capability is further enhanced
by the supplementary intent information in ADS-B reports. In a fully equipped
environment ADS-B could provide inputs to a precision runway monitoring (PRM)
system for monitoring of parallel approaches to closely spaced runways.

Surface movement surveillance

Advanced Surface Movement Guidance and Control System (A-SMGCS) will
become an essential means for maintaining maximum capacity and safety in low-
visibility conditions at high-density airports.

As illustrated in Figure 4-10, A-SMGCS requires exchange of surveillance and other

types of data between all users on and in the vicinity of the airport.

VDL Mode 4 provides a flexible communication, surveillance and navigation

backbone which supports the creation and operation of A-SMGCS, providing for
example:
• ADS-B data to support the ground movement surveillance system;
• ADS-B combined with CDTI, illustrated in Figure 4-10, for support of guidance on
the ground, surface navigation, situational awareness, and collision avoidance;
• a two-way data link to support automated controller-pilot communications;
• uplinked GNSS augmentation to support aircraft navigation in poor visibility;
• a communication link to assist airline operators in the surveillance and control of
support vehicles.

Figure 4-10 A-SMGCS

Figure 4-10 illustrates how aircraft and ground vehicles transmit and receive
ADS-B reports, providing situation awareness to pilots through the CDTI
fitted on aircraft. The ground station receives all ADS-B reports, which are
communicated to the control tower for display to the controllers. ADS-B data
may also be used by airlines and airport operators.

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Using VDL Mode 4, essentially the same equipment can be installed by all users on
the airport surface, e.g. wide-bodied commercial aircraft, small GA aircraft, ground
vehicles, etc. Whereas aircraft equipment typically will include a display to benefit
from CDTI, such equipment is likely to be less common in surface vehicles. However,
a display showing the location of surface vehicles and aircraft has proved to be
extremely useful for team leaders co-ordinating snow removal and similar activities
on the airport. Aircraft and vehicle positions on the CDTI are typically superimposed
on a moving map providing graphical information on taxiways, runways, aprons and
obstacles on the airport surface.

Figure 4-11 CDTI in support of surface navigation and situational awareness

Search and Rescue (SAR)

In Search And Rescue (SAR) operations, VDL Mode 4 services could be used to
provide surveillance services to support, for instance:
• provision of an overall situation display to support SAR activities and co-
ordination of resources including participating vessels;
• point out last known position from disabled aircraft or vessel;
• aid to visual acquisition;
• separation assurance.

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Fleet management
Airline operators may take advantage of the availability of ADS-B data for monitoring
of the location of their aircraft. Whereas surveillance by ATS is restricted to a
particular area of jurisdiction (an FIR or TMA), the geographical area in which airlines
could monitor aircraft movements would be the entire area covered by the ADS
network, including airports. For proprietary reasons, data received could be restricted
to ADS-B reports from aircraft belonging to the airline’s own fleet while data
emanating from other aircraft is suppressed.

Fleet management supported by VDL Mode 4 could include direct AOC – cockpit
data communications as described below.

4.4.2.3 Communications
Illustrative uses of communication applications
Controller-pilot data link communications (CPDLC)
Controller Pilot Data Link Communication (CPDLC) is an ATN function providing
point-to-point communications of time-critical data between pilots and controllers.
VDL Mode 4 VSS is being used to support EUROCONTROL CPDLC trials within the
Petal II project.
CPDLC enables a whole host of control related applications including delivery of ATC
Clearances (ACL), ATC Communications Management (ACM), Flight Plan
Consistency Checking (FLIPCY), Dynamic Route Availability Notification (DYNAV).

Departure clearance service (DCL)

DCL could be described as a variant of CPDLC for semi-automated data link
exchange of messages between an aircraft and the control tower (TWR) prior to
commencement of taxiing for take-off.

Flight Information Services (FIS)

FIS is a ground-generated communication function that provides time sensitive
weather and supporting information to the aircraft. Although the information can be
carried via the point-to- point services provided by the ATN services of VDL Mode 4,
an alternative and more efficient method is to broadcast such information to all users
using the broadcast services of VDL Mode 4.

Typical FIS-B services include Data Link Operational Terminal Information Services
(D-OTIS) and Data Link Runway Visual Range (D-RVR). The D-OTIS service might
include sub-services such as Automatic Terminal Information Service (ATIS),
Meteorological Aerodrome Report (METAR) and Operational Flight Information
Service (OFIS). D-RVR will enable the provision of accurate and instantaneous RVR
readouts to the aircrew. FIS-B is also expected to support uplink of weather graphics.
The coverage of the FIS-B service can be extended through a ground network
allowing, for instance, ATIS for the destination airport to be received early during the
flight.

Transmission of information from the ground can also be initiated by an aircraft

request. This is a point-to-point application that is supported by VDL Mode 4 ATN or
VSS communication services.

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Figure 4-12 D-AFIS on a cockpit display [NUP]

Airline operational communications (AOC)

The airline operators communicate internal information, which is important for their
operation. Some information is essential for flight safety, especially in emergency
situations. Most information is not time-critical and often large packages of data are
exchanged. The competitive situation between different airlines requires protection of
information. VDL Mode 4 can support AOC through either through its ATN capability
or by supporting communication via a custom network.

4.4.2.4 Navigation
Illustrative uses of navigation applications
GNSS augmentation
When using GNSS data for navigation or surveillance, a GNSS augmentation system
is required to ensure the quality of the position data. The augmentation signals may
be derived by a ground-based monitor that monitors the quality of the GNSS signals
and transmits quality (integrity) reports as well as correction data to overcome errors
in the signals from the satellites. Combined with a GNSS reference receiver for
computing differential corrections and integrity data for satellites in view of the ground
station, VDL Mode 4 can be used to create a local GNSS augmentation system.
When a VDL Mode 4 ground station is within line-of-sight, GNSS augmentation
signals can be received by air and ground users. In the VDL Mode 4 concept, GNSS
augmentation is broadcast on a VHF channel in the protected aeronautical band
(108-118 MHz).

Local GNSS augmentation through VDL Mode 4 can be extended to create a GNSS
ground-based regional augmentation system (GRAS). GRAS is proposed as a
complement to the satellite-based augmentation system (SBAS) to provide GNSS
augmentation service over a wide geographical area through a network of ground
stations. GRAS coverage would be created by connecting, through a ground

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network, a local ground station to other ground stations, typically located at airports.
The network would be used for monitoring of the operation and possibly for exchange
of information between individual stations in order to further enhance the integrity of
the broadcast augmentation data. A GRAS network could be expanded indefinitely.

GRAS is proposed to support navigation in all phases of flight down to and including
non-precision approach with vertical guidance (NPV) and A-SMGCS. NPV is a non-
precision approach operation in which GNSS information is used to provide vertical
as well as horizontal guidance. GRAS service may be provided on a dedicated
channel or by allocating some of the data link capacity to GNSS augmentation on
ADS-B channels. Channel allocation depends on the complexity of the environment
in which GRAS operates.

Secondary navigation capability

If the navigation (and hence time) input to a VDL Mode 4 transponder should fail, it
can devolve to a lower-performance navigation capability by ranging from VDL Mode
4 ground stations or nearby users using the received position and time. The position
is less precise than desired, but it will still have sufficient accuracy to support en-
route operations.

The VDL Mode 4 standards do not require a secondary navigation capability, but do
accommodate a possibility for its implementation.

4.5 VDL MODE 4 STANDARDISATION STATUS

Development of ICAO standards is complete, and standards and recommended
practices (SARPs) will be available in Annex 10 in late 2001. In the VDL Mode 4
SARPs, a generic data link – or a set of “communication tools” – is defined, allowing
adaptation to various CNS/ATM functions and applications as these become fully
defined. The application-specific standards must be developed with appropriate
expertise from the relevant application’s domains. This process is underway.
EUROCAE Minimum Operational Performance Specification (MOPS) for VDL Mode
4 airborne equipment is nearing completion. Likewise, a European
Telecommunications Standardisation Institute (ETSI) standard for VDL Mode 4
ground stations is being finalised.

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