Recommendations 

For

Aviation Communications Research Investments

Prepared by:

Air Traffic Services Subcommittee

Aviation Communication Research and Technology Subgroup

Research, Engineering and Development Advisory Committee

April 29, 2003
Executive Summary

In June 2001, at the request of the Federal Aviation Administration (FAA), the Research, 

Engineering and Development Advisory Committee (REDAC) Air Traffic Services 

Subcommittee formed a subgroup to review current FAA research and development 

planning for aviation communications evolution. The REDAC asked the subgroup to 

define what communications research would be required to accomplish the planned 

evolution and to identify key ATM communication attributes for the post 2020 period.

The Aviation Communications Research and Technology (ACRT) Subgroup held its first 

meeting on August 22, 2001. The Subgroup met six times to gather information and draft 

this report. ACRT Subgroup participants included representatives of Department of 

Defense (DoD) and EUROCONTROL.

The ACRT Subgroup believes that the communication planning contained in the FAA 

NAS Architecture documentation is the correct path for evolving the U.S. aviation 

communications infrastructure for the near- and mid-term and that the FAA’s NEXCOM 

program is sufficiently flexible to accommodate the needs of the U.S. aviation industry 

while at the same time replacing FAA’s aging air-ground radio infrastructure.

The Subgroup, however, is concerned about the lack of coordination between the United 

States and Europe in their near-term plans to replace the 25 kHz radio technology. The 

FAA is moving ahead with VDL-3 technology (early radios will have 8.33 kHz, 25 kHz 

and VDL Mode 2/3), while Europe has chosen 8.33 kHz technology as an interim step. 

The Subgroup believes that the United States and Europe should work together to define 

the far-term globally interoperable civil aviation communication system.

The ACRT Subgroup found numerous research projects for far-term communications at 

NASA, DOD and Eurocontrol, but is concerned about the integration of those projects 

into a Global Communications System. The subgroup is also concerned that numerous 

technical issues remain unanswered.

The ACRT Subgroup recommends the FAA:

 Focus research on the communications systems that will be introduced into 

the NAS in the post 2015 time frame (far-term). Research on domestic 

communications systems for the near- (2003 – 2008) and mid-term (2008 –

2015) should be limited to resolving issues associated with deployment of 

those systems identified in the NAS Architecture. Research, however, is 

still required to provide mid-term enhanced communication services in 

oceanic and remote area airspace.

 Perform research and analyses to determine a range of communication 

system performance requirements that match scenarios for the future air 

transportation system. 

1
 Include, as part of research, a cost-benefit analysis of the 

various implementation strategies for communications 

systems.

 Develop an aviation communications system roadmap based 

on a range of future air transportation concepts of operation

and growth projections.

 Determine whether it is feasible and/or desirable to adapt

DoD-developed communications technologies for civilian 

use.

 Create a joint NASA/FAA Communications, Navigation

and Surveillance (CNS) Area Work Team within the

NASA/FAA Interagency Air Traffic Management

Integrated Product Team (IAIPT) to coordinate 

communications research.

 Work with NASA, DoD, and industry to ensure that planned 

investments are not duplicative

 Provide strong global leadership in setting the communications 

research agenda.

o Increase resources dedicated to international forums and 

associated committee work to ensure adopted solutions are

compatible with technology being developed in the United

States.

o Lead an international effort to reach global consensus on

operator and user communication system(s) equipage, 

timing of investments, and operational concepts

2
Introduction

In June 2001, the FAA requested its REDAC Air Traffic Services Subcommittee to form 

a subgroup to review current FAA planning for aviation communication systems 

evolution in the near and far term, and to determine what communications research would 

be required to accomplish the planned evolution. The REDAC also charged the 

subcommittee to look at other technologies, alternative architectures, and to recommend 

what research, if any, would be required to explore these alternatives for application to 

the U.S. civil aviation communication system. (See Appendix A for Terms of Reference 

provided the subgroup.)

The ACRT Subgroup held its first meeting on August 22, 2001. (See Appendix B for 

Membership Listing of the ACRT.) Since that time, the Subgroup has queried 

government, research centers, academia, and industry about their perspectives on the 

future aviation communications system. This report summarizes the Subgroup’s 

deliberations and recommendations for a communications system architecture for 2015 

and beyond, and identifies the research required to develop and deploy this future 

communications system.

3
Background

During the course of six meetings, the ACRT Subgroup gathered information from 

government agencies (DoD, FAA, NASA, and EUROCONTROL), industry (Raytheon, 

Boeing, ITT, BAE Systems, Lockheed Martin, Computer Networks and Software Inc., 

and ARINC), associations (Air Traffic Control Association, Airline Pilot Association, Air 

Transport Association, and the Small Aircraft Manufacturers Association), John Hopkins 

University, and Federally Funded Research and Development Centers (Massachusetts 

Institute of Technology/Lincoln Laboratory and MITRE Center for Advanced Aviation 

System Development). The following summarizes the information collected by the 

ACRT Subgroup.

1. Evolution of Aviation Communications Systems as Defined by the National 

Airspace System Architecture

The FAA’s NAS Architecture is an evolutionary modernization blueprint designed to 

help the Agency plan for projected needs for the next 15-20 years. The Architecture is 

based on the RTCA/FAA NAS Concept of Operations for the near-term, mid-term, and 

far-term (beyond 2010) and focuses on enhancing current capabilities with updates to 

procedures, roles, responsibilities, new equipment, and new automation functions. A 

new, well-defined and integrated communications infrastructure will be required to

provide an efficient and secure distribution of the information to support this architecture 

and to address the shortfalls of the current NAS information exchange. This 

infrastructure must adopt current and emerging information and security technologies and 

standards to satisfy the NAS information distribution needs.

The current state of FAA planning for the evolution of the NAS communications 

infrastructure can be found by using the FAA’s on-line Capability Architecture Tool 

Suite – Internet (CATS-I) available at http://www.nasarchitecture.faa.gov/Tutorials/

CATS101_Internet.cfm. CATS-I is an interactive web browser that provides access to 

the programmatic and technical data of the NAS Architecture. Using CATS-1, the 

Subgroup found that from the present to the 2015 end date of the NAS Architecture, the 

aviation-related communications envisioned by FAA consists of a voice communications 

network and a data communications network. These networks do and will continue to 

include ground-ground and air-ground capabilities. The systems include:

• Voice communications network: Legacy systems already in place will 

continue well into the 2010 timeframe with expected replacements to begin 

deployment in 2008/9; transition to the new equipment/systems could extend 

well into the 2020s. Throughout this time period, equipment will be upgraded

as the FAA transitions from a hybrid digital/analog to an all-digital 

communications network. (Legacy systems include: VHF radios; Back-Up 

Emergency Communications System; Voice Switching and Control System; 

Terminal Voice Switch; Flight Service Station Voice Switch; FTS-2000; etc.)

4
• Data communications network: The present NAS Architecture provides an 

evolution from today’s National Airspace Data Interchange Network (NADIN)

data packet switching network, inter-facility communications links, surveillance

data links, and Very High Frequency Data Link (VDL) Mode 2 to a system with

enhanced capabilities such as next generation air/ground radio communications 

system (VDL Mode 3), widespread use of the aeronautical telecommunications 

network, and link enhancements from the FTS-2001 systems. Point-to-point

connections of surveillance, inter-facility, automation, and information 

management systems remain part of the NAS Architecture design through year 

2015. The FAA is investigating the feasibility of a complete rework of the 

NAS Architecture data transmission and data management system design to 

incorporate benefits of wide area network technology. If feasibility and

information requirements analyses prove promising, future revisions to the 

NAS Architecture will include an evolution to a wide area information network 

infrastructure with the capability to support extensive information sharing 

(aircraft position, future planned positions, weight, push back time from the 

gate, etc.) with reduced latency, increased situational awareness, and more 

effective collaborative decision making by the pilot, controller, and

supporting/controlling organizations.

2. Divergence in Near- and Mid-Term Evolution of Air-Ground Communications

FAA

The FAA’s Next Generation Air/Ground Communications (NEXCOM) program is 

developing VDL Mode-3 technology to meet future FAA air-ground voice and data 

communication requirements throughout the continental United States. As a result, the 

Agency is addressing many of the immediate research and development (R&D) issues 

necessary to support its successful implementation. Near term controller-to-pilot data 

link needs are being met with the use of VDL Mode-2 data link services with a planned 

transition to VDL Mode-3 technology. In the Oceanic domain, the FAA plans to acquire 

the services of an independent provider to support air traffic services communications. 

For ground-to-ground communications, the FAA intends to move to a point-to-point 

digital communications infrastructure that provides for the integration of voice, data, and 

video and combines operational and non-operational data over the same network. This 

overall communications architecture is designed to provide additional capacity to support 

the ever-increasing demand for voice and data communications and to increase system 

efficiencies and reduce costs. Many of these new technologies are expected to be 

operational by 2010.

EUROCONTROL

EUROCONTROL has adopted the use of 8.33 kilohertz (kHz) technology for the air 

traffic control voice communications in the high altitude sectors of European airspace and 

will continue migration of 8.33 kHz technology to other airspace as frequency congestion 

makes use of 25 kHz channels impractical. Initial controller-to-pilot data link services

5
will be via VDL Mode-2. Still to be decided is how air traffic data link services will be 

provided once VDL Mode-2 capabilities are exceeded.

DoD

DoD is developing and deploying the Joint Tactical Information Distribution System 

(Link 16). JTIDS is a communications, navigation, and identification system intended to 

exchange surveillance and command and control information among various military 

platforms. It provides multiple access, high capacity, jam-resistant, digital data and 

secure voice communication, navigation, and identification. Currently Rockwell-Collins 

is under contract with the U.S. Navy to reduce the size and cost of the system by first 

reducing the size of the power amplifier, then reducing the overall size of the system 

terminal. Total reduction in is expected to be in the 50 to 70 percent range. Prototypes 

are currently being manufactured and tested.

In addition, DoD is developing a multimode radio which uses open system architecture 

and can accommodate many different waveforms. Raytheon displayed an eightwaveform prototype at one of the Subgroup meetings.

3. Work Underway on the Next Generation Communication System (Far-term)

NASA

NASA is performing advanced communications research and technology (R&T) for 

possible NAS applications in the post-2015 timeframe. These activities are being 

managed by NASA’s Aviation Safety Program (AvSP) and Aviation System Capacity 

(ASC) Program.

Because weather is a contributing factor in approximately 30 percent of all air carrier and 

general aviation accidents, NASA’s AvSP is sponsoring work on the dissemination of 

timely and intuitive weather information to commercial air transport and low-end general 

aviation cockpits for enhanced crew situational awareness to in-flight atmospheric/ 

weather hazards. NASA’s AvSP Weather Information Communications work 

encompasses:

• Weather information communications requirements development;

• Weather data link architecture studies and analyses;

• Ground-based (primarily VHF) Flight Information Service (FIS)/weather data 

link technology development via cooperative agreements with industry;

• Satellite-based (L, S, and Ku-band) FIS data link development; and

• Airborne-based data link development for automatic reporting of 

meteorological data and aircraft in-situ weather hazard reporting.

6
Although the FIS data link R&T is planned for deployment during the 2005-2015 

timeframe, it is expected that these capabilities will serve aviation for at least 20 years 

from time of initial implementation. NASA studies have indicated that weather cannot 

justify its own unique data link; it must ride along with other applications. Thus the R&T 

is focused on adapting technologies being developed for other purposes. Examples 

include:

• A broadcast variant of the ICAO VDL Mode-2 standard has been developed 

for FIS general aviation data link;

• The air transport VDL Mode-2 technology is being adapted to accommodate 

FIS traffic along with AOC and ATM traffic; and

• L, S, and Ku-band commercial satellite data links are being adapted (primarily 

with respect to avionics) for both air transport and general aviation FIS.

NASA’s ASC Program is sponsoring limited communications R&T under its Advanced 

Air Transportation Technologies (AATT) and Virtual Airspace Modeling & Simulation 

(VAMS) projects. The AATT Advanced Communications for Air Traffic Management 

(ACATM) activity is primarily focused on air traffic management (ATM) performance 

evaluation over broadband satellite communications in the post-2015 timeframe. 

ACATM has partnered with Boeing in developing a Ku-band aeronautical terminal and 

phased array antenna system enabling experimentation of ATM concepts via a conceptual 

satellite-based architecture. Given the extreme frequency congestion at VHF, ACATM is 

investigating broader band satellite architectures for future ATM communications.

The VAMS communications R&T activity is focused on the development of computer 

models of key communications components of the NAS. These models are planned for 

subsequent integration into a virtual airspace model allowing, via advanced computer 

simulations, for the design, trade-off, and evaluation analysis of future ATM concepts. 

Through the VAMS capability, advanced ATM concepts with the potential for greatly 

improving the capacity of the NAS will be investigated.

7
DoD

The Defense Advanced Research Projects Agency’s Next Generation (XG) 

Communications program is working to develop systems with autonomous sensing of the 

spectrum environment for unused gaps/frequency bands. These available unused ‘dead’ 

bands would be exploited for communications without compromising connectivity to 

existing users. Given the fact that frequency congestion is a continuing problem for 

FAA, EUROCONTROL, and DoD, this technology would optimize use of the frequency 

spectrum. A cooperative R&D program of this nature could yield benefits for both 

military and civil aviation.

EUROCONTROL

EUROCONTROL is looking at alternative aviation communications architectures that 

would enable the incorporation of new commercially available communication 

technology, such as cellular telephone networks, wide-band communications, internet 

protocol (TCP/IP Version 6), space based communications, and software configurable 

radio technology. Currently EUROCONTROL is drafting a research program that will 

evaluate these communication technologies for their applicability to future aviation 

communication requirements as the first step in developing an architecture for the future 

(beyond 2015) European aviation communications system.

4. Evolution towards a Global Communications System

The FAA promotes global interoperability through its continued participation as the 

United States representative on ICAO panels. ICAO’s Aeronautical Mobile 

Communications Panel has been tasked by the Aeronautical Navigation Commission to 

develop a proposal that supports the requirement for a common interoperable 

communication infrastructure beyond 2010. (The time frame is not as important as the 

fact that an interoperable solution is desired.) This proposal, scheduled for presentation 

at the ICAO Air Navigation Conference in September 2003, focuses on ATM air-ground 

communications and considers alternative communications architectures with

complementary technologies (including 8.33; VDL Mode-2, -3, and -4; wideband, high 

frequency voice and data link; and satellite communications) to achieve needed 

communication services.

8
Findings

The Subgroup believes that the communication planning contained in the FAA NAS 

Architecture documentation is the correct path for evolving the U.S. aviation 

communications infrastructure for the near- and mid-term and that the FAA’s NEXCOM 

program is sufficiently flexible to accommodate the needs of the U.S. aviation industry 

while at the same time replacing FAA’s aging air-ground radio infrastructure.

The Subgroup, however, is concerned about the lack of coordination between the United 

States and Europe in their near-term plans to replace the 25 kHz radio technology. The 

FAA is moving ahead with VDL-3 technology (early radios will have 8.33 kHz, 25 kHz 

and VDL Mode 2/3), while Europe has chosen 8.33 kHz technology as an interim step. 

The Subgroup believes that the United States and Europe should work together to define 

the far-term globally interoperable civil aviation communication system. To accomplish 

such joint planning, the United States will have to provide leadership, system engineering 

resources, and technology application research.

In the aftermath of the tragic events of September 11, 2001, there are increased 

requirements for aircraft security information to be transmitted via air-ground 

communication links and increased security requirements for all aviation 

communications. Because of these increasing security concerns, the ACRT Subgroup 

encourages the civilian aviation sector to study the DoD communications infrastructure 

which affords secure transmissions, high data throughput, high reliability, and has been 

adopted by NATO, signifying European military acceptance. It is possible that some 

elements or technologies of the DoD communications infrastructure will be applicable to 

civil aviation.

The ACRT Subgroup’s research findings are based on Subgroup discussions, information 

received from the presentations, and from the Subgroup member’s individual viewpoints. 

The “Findings” are divided into two segments. The first section discusses 

communication systems as defined by the current NAS Architecture (near- and midterm), and the second section addresses the future communication systems (far-term).

9
Research for near- and mid-term communications systems (operational use before 

2015)

1. Except for improvements outlined in the FAA’s NAS Architecture, incorporating 

other proposed domestic communication services would not provide a major 

benefit to near-or mid-term air traffic management capability. Research for nearand mid-term communications systems as defined in the NAS Architecture should 

be focused on resolving issues centered on benefits, affordability, interfaces, 

certification criteria, etc., that might be encountered in the deployment of these 

systems. This research should address the information needs of the stakeholders 

(airlines, pilots, controllers, dispatchers, service providers) who use each system.

• The near- and mid-term research agenda should be focused on deploymentrelated issues.

• Research and technology application tasks identified in the research agenda 

should be reviewed by a research coordinating organization – ensuring all 

needs are addressed and redundant efforts are reduced.

2. Research is required to provide mid-term, enhanced, cost-effective oceanic and 

remote area communications for broad classes of aircraft to keep pace with the 

growth of traffic in these areas.

3. Detailed concepts of use must be defined for those communications systems 

defined in the outer years (2010-2015) of the NAS Architecture. To develop 

these concepts of use, the following technical issues must be answered:

• Should a wide-area data communications architecture be substituted 

for the present NAS architecture communications network design?

• What are the system level design requirements for the replacement 

voice communication switches scheduled to begin operation in 2008 

– 2010?

• What are the information processing loads, required availability, 

latency, and interface requirements for the required data 

transmission system in 2010-2015?

• What is the transition strategy from the present voice communication 

digital/analog communications system to an all-digital 

communications system?

4. For near and mid-term candidate communications system, issues to be resolved by 

research include:

10
• What is the overall communications architecture that would effectively use this

communications system?

• What are the economic, acceptance and policy drivers for the introduction of new 

communications capabilities/technology and what event/events will require that

introduction?

o Potential for global acceptance

o Spectrum loading, efficiency and availability;

o Initial and operation and maintenance costs to FAA and operators;

o Signal range, data rate, availability, continuity, integrity, latency, 

etc.;

o Pilot and controller performance, workload and stress using the 

system;

o Projected acceptance of pilots, controllers, technicians, and other 

users of the services provided by the system;

o Advantage over a procedural based solution

o Cost, difficulty of certification, ease of modification of existing 

airframes and ground based communication sites; and

o Transition strategy from present system to new system.

Research for far-term communications systems (operational use after 2015)

5. Research resources must be devoted to determine communications performance 

goals associated with an air transportation system required in the post-2015 time 

frame, develop alternative communication system operational concepts 

(consistent with the far term RTCA/FAA NAS Concept of Operation) that would 

support these goals, evaluate the alternatives, and design the implementing 

architecture.

• A research agenda should be developed to support this future 

communications system definition process.

• Research tasks identified in the agenda should be reviewed by a 

research coordinating organization – ensuring all needs are addressed 

and redundant efforts are reduced.

• A major result of this research should be a globally accepted Concept 

of Operations for future communications, navigation, surveillance and 

air traffic management communications.

6. CNS systems have historically been developed and implemented as completely 

separate systems built on diverse technology bases. The FAA should examine the 

feasibility of developing a more integrated CNS system which would potentially 

would use the spectrum more efficiently and would be lower in cost than separate 

systems

11
7. The current NASA communications research activities are making a significant 

strides in demonstrating weather in the cockpit; broadband SATCOM concepts; 

and, the Airborne Internet. These communications activities reside in separate 

NASA research programs (AATT, AvSP, Small Aircraft Transport System) and 

their objectives are therefore narrowly focused to achieve NASA’s safety and 

capacity technology goals. NASA is not currently funded or organized to address 

the entire end-to-end system requirements to ensure that the new technology and 

services can work together and contribute to an optimal integrated 

communications network that achieves total system benefits for all.

9. A roadmap for Future Communications Systems Policy Decisions is missing.

Although the FAA has developed the NAS Architecture as a plan for the 

evolution of air traffic related communication services through 2015, the Agency 

must assume a larger role in designing the future global air transportation system 

communications system. An overall design is required to allocate effectively 

growing services across a limited aviation radio spectrum. An aviation 

communications system roadmap should be developed based on future air 

transportation growth projections for the time period beyond 2015. Identifying 

the time frames when communication policy decisions are required will help set 

the far-term communications research agenda. The feasibility of adapting DoDdeveloped communications technology for civilian use should be examined.

10. The United States, through FAA, must fully participate in international aviation 

policy- and procedure-making forums.

• Work by the FAA has resulted in an ICAO draft of a high-level future air 

traffic management operational concept that is in alignment with the planning 

by the United States. ICAO will approve this operational concept in the near 

future. Further work will be required for an underlying global 

communications operational concept.

• The U.S. should increase resources dedicated to these international forums 

and associated committees. The FAA should consider increased use of U.S. 

industry and other government agency resources in its ICAO work.

• A unified European approach to aviation technology and in ICAO committee 

work is beginning to bias the international view towards European technology 

solutions. Truly global technology solutions (adequately representing the 

interests of the U.S.) can only be achieved if the U.S. increases the amount of 

studies and analyses it accomplishes in support of the ICAO committees, work 

groups, and regional planning and implementation groups.

11. For far-term candidate communications systems, the same issues need to be 

resolved via research as those suggested for near- and mid-term systems (see 

Finding 4 above).

12
Recommendations

1. The FAA and NASA must focus research on the communications systems that will be 

deployed in the post 2015 time frame (far-term). Research on communications 

systems for the near- and mid-term should be limited to resolving issues associated 

with the implementation of these systems.

2. The FAA and NASA need to conduct the necessary research required to provide midterm enhanced cost-effective oceanic and remote area communications for broad 

classes of aircraft to keep pace with the growth of traffic in these areas.

3. The FAA must perform research and analyses to develop a range of communication 

system performance requirements that match growth/non-growth scenarios for the 

future air transportation system. These performance requirements can then be used to 

develop communications concepts of use and for implementing communication 

system designs. This research should be directed at developing and deploying a 

future global communications system design that has sufficient flexibility to address 

the full range of possible performance and economic requirements.

4. A part of the FAA research program should include an analysis of costs vs. benefits 

for the various communications systems implementation strategies.

5. The FAA should develop an aviation communications system roadmap based on the 

future air transportation concept of operations and growth projections. Identifying 

time frames when decisions are required will help the FAA establish the 

communications research agenda for far-term systems. The FAA should develop this 

roadmap in coordination with the aviation community, and should give serious 

consideration to application of DoD-developed communications technology.

6. The FAA should create with NASA a CNS Area Work Team within the NASA/FAA 

Interagency Air Traffic Management Integrated Product Team (IAIPT). This team 

will coordinate on-going CNS Research and Technology activities and to establish an 

enhanced collaboration with EUROCONTROL and DoD. Specific areas/issues to be 

investigated include:

• Globally inter-operable systems: Global solutions are needed for secure, 

integrated communications - air/ground, ground/ground, air/air

• Architectures for integrated communications/navigation/surveillance 

information infrastructure

• Space-based technologies, especially for communications and surveillance

o Broadband satellite communications for en-route and oceanic

o Space-based surveillance and oceanic surveillance (ADS over 

satellite communication links, multi-lateration)

13
• Spectrum issues:

o Assessment of far term spectrum requirements

o Spectrum (bandwidth) management research:

• Applications across spectral boundaries for better

spectrum use and improved global interoperability

o Dynamic bandwidth allocation

• Oceanic needs: research is required to provide enhanced 

communication/surveillance/navigation services in oceanic airspace

o Communication policy needs: research must provide information

required to set U.S. communication policy.

The area work team will determine if potential areas for application look 

promising and what, if any, issues might surround that application. The team 

will also ensure that research and development programs in technology 

application areas include resources for answering questions peculiar to adapting 

these technologies to a civilian air transportation system.

o Benefit/cost studies

o Human factors studies (pilots and controllers)

o Certification questions (e.g. software radio certification)

7. FAA must provide strong leadership in setting the communications research agenda.

FAA should develop a potential communications architecture for that 2020+, thereby 

identifying areas for the communications research. To accomplish its leadership and 

analysis roles, the FAA needs to rapidly increase its in-house system engineering 

capability.

8. The FAA and NASA must be cognizant of each other’s, DoD’s, and industry’s 

communication R&T investments to eliminate duplicate investments.

9. The FAA, as the U.S. aviation community spokesperson in ICAO communication 

system forums, must increase its resources dedicated to these international forums 

and associated committee work to ensure adopted solutions are compatible with 

technology being developed in the United States. After safety related work, this 

activity should have highest priority for in-house resources. The FAA should 

consider increased use of U.S. industry and other government agency resources in its 

ICAO work.

10. The FAA should lead an international effort to reach global consensus on operator 

and user communication system(s) equipage, timing of investments, and operational 

concepts.

14
Appendix A

Subgroup on Aviation Communications 

Research and Technology

Terms of Reference

The Aviation Communications Research and Technology Subgroup is a workgroup of 

the Research, Engineering, and Development Advisory Committee Subcommittee on Air 

Traffic Services. The Terms of Reference for this workgroup is as follows:

1. Recommend the needed research programs to meet global ATM voice and 

data communication requirements in the near-term (NAS Architecture 4.0) as 

well as the long term (post 2020).

2. Develop and recommend NASA-FAA Communications Research and 

Technology program integration mechanisms, and take full advantage of 

DoD’s research in communications.

3. Identify and recommend an approach for achieving Recommendation 5.0 of 

the NARC Report; specifically,

“The FAA should take the lead within the US in a 

worldwide effort to establish the next generation global 

standard voice and datalink communications system.”

4. Identify key ATM communications design guidelines and attributes for the 

post 2020 period.

Mr. John Kern is the appointed chair of the ARCT Workgroup and Mr. Tom Proeschel is 

the Designated Federal Official.

Key Milestones.

Initiate Activities: September 2001 

Draft Report: May 2002

Final Report March 2003 

Revised 2/12/02

15
Appendix B

Aviation Communications Research and Technology (ACRT) Subgroup 

Membership

Mr. John Kern (Chairman) Consultant

Mr. Joseph McCormick Consultant

Mr. Robert Kerczewski NASA Glenn Research Center

Mr. Gus Martzaklis NASA Glenn Research Center

Mr. Brent Phillips FAA

Ms. Jeanne Frazier FAA

Mr. Paul Fiduccia Small Aircraft Manufacturers Association

Mr. Eugene Gonzales United States Navy

Mr. Paul Drouilhet Consultant

Mr. Martin Pozesky MTPA

Mr. Mark Cato ALPA

Mr. Terry Persell BAE Systems

Mr. Randy Kenagy AOPA

Mr. Mel Zeltser MITRE CAASD

Mr. Bill Sears ATA

Mr. Mike Perie ATCA

Mr. Philippe Renaud EUROCONTROL

Mr. Tom Proeschel (DFO) FAA

16