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European Aviation Security based on the 3G technology
(EAS3G) project centres on a C-band air-ground link operating
at a frequency of around 5GHz. The International
Telecommunications Union is considering the use of
aeronautical spectrum for this purpose. Third generation (3G)
mobile phone technology has been adapted avoiding the
need to develop new technology at high cost.
The technology has already proved robust in earlier flight
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The purpose is to give
those responding to
the alert on the ground
a clearer idea of what is
happening on board
incident involving the loss of communications, deviation of
track and loss of transponder over the area of Benelux and
Germany with the key organisations from those States
participating. Re-engineering of the prototype terminals was
started in 2005 using the results from the development of
the Concept of Operations, the User Requirements
Document, the Information Exchange Model and the output
from the trials. The aim is to build an updated application
better suited to operational needs.
There have been proposals that ERRIDS could be used in its
pre-operational form during 2006, a year which sees Germany
hosting the FIFA World Cup. The country is also due to host a
G8 summit meeting the following year. Sweden and Italy have
also expressed an interest in the project and Austria and
Switzerland are interested because of the European football
championships they are jointly staging in 2008.
One of the first areas of application for the system is in
incidents where voice communication between the controller
and the aircraft is lost. This is believed to happen almost every
other day in Europe, often triggering the launch of costly
intercept missions by military fighter aircraft. Equipment
failure aside, a common cause for the loss of communications
is crews tuning one of their two radios to the wrong ATC
frequency channel. The other radio is often tuned to the
company channel in order to maintain communications with
the airline operations centre.
ATC will normally respond to aircraft’s failure to
acknowledge attempted radio contact by trying the 121.5
MHz emergency frequency, and by alerting the airline
operations centre to try their company communications such
as the ACARS data link. If there is no response, ATC will advise
the relevant national military, which in due course will launch
an intercept.
For the benefit of those national authorities who are
trials, and encryption software may be used to protect the
confidentiality as well as the security of the information
transmitted. Avionics are being kept as simple as possible to
minimise equipment costs.
A main objective of the 2006 trials will be to demonstrate
the value of particular types of information. Having provided a
secure pipe carrying encrypted information between ground
and aircraft they will explore what information would be most
useful. One concern of the work is to provide a simple
picture, avoiding information overload. It is planned that the
distribution of the downlinked information will be handled by
the second project, the European Regional Renegade
Information Dissemination System (ERRIDS), which is being
developed to meet the identified need for an air traffic
management information focal point to support the response
to incidents.
ERRIDS is a joint project between EUROCONTROL and NATO.
The motive for the creation of such a system was to avoid the
potential for misinterpretation in disseminating information on
an incident among multiple European States and to shorten
the delays inherent in such cross-border co-ordination. That
potential would be unacceptably high if communications were
based purely on telephone calls, for example. The concept
behind ERRIDS is to provide real-time information on a
situation and ensure that everybody involved in the handling
of an incident would have the same situation awareness.
Using internet technology with PC nodes running NATO
accredited security software enables the level of confidentiality
to be controlled. Information is encrypted and access can be
restricted to selected recipients on a need-to-know basis.
Initial testing of a demonstration model was carried out
during the autumn of 2004 followed by the first series of
validation trials in June-September 2005, culminating in a trial
with a live aircraft. The scenario of the trials was a security
ATM AND AIRPORTS: CHALLENGES FOR EUROPE
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concerned with an aircraft involved in an incident when it
lands or crashes (such as police and various government
　
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