WIRELESS CABIN full report
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1. INTRODUCTION
The demand for making air traveling more pleasant, secure and productive for passengers is one of the winning factors for airlines and aircraft industry. Current trends are towards high data rate communication services, in particular Internet applications. In an aeronautical scenario global coverage is essential for providing continuous service. Therefore satellite communication becomes indispensable, and together with the ever increasing data rate requirements of applications, aeronautical satellite communication meets an expansive market.
During the lasts years, In-flight Entertainment (IFE) has become one of the hot topics in the communications world. This is mainly due to the fact that aircraft seem to be one of the last remaining islands where personal communications, Internet access, and in general, up-dated information and real-time communication are not available, as pointed out in [1]. Therefore, airlines are increasingly requiring in-flight services to offer similar entertainment or business experience to passengers as their terrestrial counterparts.
Wireless Cabin (IST -2001-37466) is looking into those radio access technologies to be transported via satellite to terrestrial backbones. The project will provide UMTS services, W-LAN IEEE 802.11 b and Bluetooth to the cabin passengers. With the advent of new services a detailed investigation of the expected traffic is necessary in order to plan the needed capacities to fulfill the QoS demands. This paper will thus describe a methodology for the planning of such system [2].
In the future, airliners will provide a variety of entertainment and communications equipment to the passenger. Since people are becoming more and more used to their own communications equipment, such as mobile phones and laptops with Internet connection, either through a network interface card or dial-in access through modems, business travelers will soon be demanding wireless access to communication services.
2. WIRELESS CABIN ARCHITECTURE
So far, GSM telephony is prohibited in commercial aircraft due to the uncertain certification situation and the expected high interference levels of the TDMA technology. With the advent of spread spectrum systems such as UMTS and W-LAN, and low power pico-cell access such as Blue tooth this
situation is likely to change, especially if new aircraft avionics technologies are considered, or if the communications technologies are in line with aircraft development as today.
When wireless access technologies in aircraft cabins are envisaged for passenger service, the most important standards for future use are considered to be: UMTS with UTRAN air interface, Blue tooth, and W-LAN IEEE 802.11 b. Of course, these access technologies will co-exist with each-
Other, beside conventional IP fixed wired networks. The wireless access solution is compatible with other kinds of IFE, such as live TV on board or provision of Internet access with dedicated installed hardware in the cabin seats. Hence, it should not be seen as an alternative to wired architecture in an aircraft, but as a complementary service for the passengers [3].
The goal of developing system architecture for wireless access technologies in aircraft cabins can be divided into four technical aspects: protocol development, propagation and interference study, topology and capacity planning and global implementation with a final demonstrator. Furthermore, a market survey will perform passenger and airline interviews and relations between the actors in the value chain will be studied (service, airlines, satellite, content and Aircom providers). Accounting and billing strategies among them will be studied to derive a business model for aeronautical services.
The three protocol access methods must be integrated through a service integrator (SI), allowing the separation and transportation of the services over a single (or several) satellite bearers. New protocol concepts have to be developed to support the integrated services with asymmetrical bit rate on satellite up- and down-link and dynamic bandwidth sharing among the services depending on the traffic demand.
Resource management schemes for wireless access points (APs) have to be addressed to enable transmission over satellite links with restricted data rate or asymmetric data rate links. Also the intra- (between beams) and inter-satellite handover have to be studied. It has to be discussed the necessary aircraft and ground infrastructure for the protocol support to AAA, VPN and mobility and develop solutions for QoS support for the traffic streams in the different access segments by using an appropriate priority scheme in the service integrator (SI).
The Wireless Cabin architecture and its components are conceptually depicted in figure 1.
Several wireless access segments in the aircraft cabin, namely a wireless LAN according to IEEE 802.11 b standard for IP services, an UMTS pico-cell for personal and data communications, and Bluetooth1.1, as well as a standard wired IP LAN [4].
A satellite segment for interconnection of the cabin with the terrestrial telecom networks, the different cabin services must be integrated and interconnected using a service integrator that allows the separation and transportation of the services over a single or several satellite bearers. Peculiarities, such as limited bandwidth, asymmetric data rates on satellite up-and down-link, and dynamic traffic demand between the different services and handover between satellite bearers need to be addressed. In order to minimize the cost (satellite resources) for a given QoS efficient interworking between the service integrator and the satellite segment will be required.
An aircom service provider segment supports the integrated cabin services. The aircom provider segment provides the interconnection to the terrestrial personal and data networks as well as the Internet backbone. For the UMTS cabin service, a subset of the UMTS core network must be available.
The provision of such a heterogeneous access network with collectively mobile users requires the development of new protocol concepts to support
• The integrated services with dynamic bandwidth sharing among the services and asymmetrical data rate;
• IP mobility and virtual private networks (VPN) for the individual passengers in the mobile network; authentication, admission and accounting (AAA) in the mobile network, especially taking into account the necessity to support different pricing concepts for each passenger in the mobile network and the interaction of airline, satellite provider, aircom service provider and terrestrial service providers.
3. SATELLITE CONNECTION
Connection to telecom networks is considered to be achieved by satellites with large coverage areas especially over oceanic regions during long haul flights.
3.1 The composition of air traffic satellite system
The MTSAT (Multi-functional Transport Satellite) [5] will be the central core of the Future Air Navigation Systems for Japan, being a multi-purpose satellite having both the aeronautical mission to support the air traffic control and the meteorological mission for weather observations. Because higher reliability, integrity, and operational continuity are the basic requirements for the aeronautical satellite system to be utilized in the ATC operation, the system in so configured as to have dual satellites as well as dual ground facilities in order to give sufficient redundancy for the maintaining the operational continuity of the ATC operation even in the occasion of any disturbances to the satellite or Ground facility disasters such as caused by an earthquake, etc With this highly reliable system configuration, the ATC communications can be instantly switched to use the redundant system when a problem is detected within the satellite. The MTSAT-1R satellite has been launched in the fiscal year 2004, and the MTSAT-2 has been launched in the Fiscal year 2005; the ground facilities are currently under implementation for the dual satellites operation.
3.2. MTSAT Functions
The aeronautical mission functions of the MTSAT are as follows;
(1) Communication Functions
At present, VHF and HF voice communications are used in domestic and oceanic airspaces respectively, between aircraft and the ATC facilities. In VHF communications however, lower altitude aircraft Sometimes experience the blinded areas due to line of sight limitation and other topographical obstacles. Also in HF communications, the problems are the shortage of channels as well as unstable communications inherently relying on the ionospheric layer conditions; it is sometimes difficult to set up a communication Channel to utilize the ionospheric layer reflection. In contrast to above, the communication functions of MTSAT in the CNS/ATM system will enable the connection between the aircraft and ATC facilities via the satellite, eliminating such topographical effects as the blinding by mountains. Moreover, the communication quality will be improved to a great extent compared with the case of HF; communication capacity will be increased by use of data communication technology, enabling the direct transmission of weather data, NOTAM (aeronautical information), and flight plan to the onboard FMS (flight management system). The contents of the communication can be confirmed on the display, thus preventing miscommunications.
(2) Navigation Functions
The GPS system is a satellite based system for position determination, rapidly expanding its utilization Today in various areas including the car navigation. In order to utilize the GPS system as navigation means in the field of civil aviation, high reliability and accuracy have to be realized; GPS alone cannot satisfy the requirement for this. Therefore, such augmentation system is required to improve the performances in the following four elements:
• Integrity (provision of GPS defective information.
• Accuracy
• Service Continuity
• Availability (the degree of safe utilization for the aeronautical service)
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