IP Mobility in Aeronautical Communications

International audienceIn the sake of modernization, aviation stakeholders decided that the future aviation network infrastructure, in particular for air-ground communication systems, will move towards IP based networks. It has been referred to in the International Civil Aviation Organization as Aeronautical Telecommunication Network/Internet Protocol Suite. Due to the heterogeneous communication environment , it is necessary to support handover between different access technologies and access networks. In this article, we first define the very specific aeronautical communication environment. Our main contribution is a performance assessment of the most deployed network protocols capable of managing IP mobility within the aeronautical environment. We focus our analysis on the Mobile IPv6 protocol and implementation issues of a representative aeronautical network in Omnet++

Handling Transition from Legacy Aircraft Communication Services to New Ones – A Communication Service Provider\u27s View

Environmental managemen

Chapter Handling Transition from Legacy Aircraft Communication Services to New Ones – A Communication Service Provider's View

Environmental managemen

Crypton: CRYptographic Prefixes for Route Optimization in NEMO

Proceedings of: 2010 IEEE International Conference on Communications (ICC 2010), 23-27 May, 2010, Cape Town, South AfricaThe aviation community is in the process of designing the next generation Aeronautical Telecommunications Network (ATN), based on Internet standards, to provide airground communications for the aircraft. Support for mobile networks in the current Internet architecture is provided by the NEtwork Mobility (NEMO) protocol. As currently defined, NEMO Basic Support protocol lacks of Route Optimization support which is an essential requirement for its adoption as part of the next generation ATN. This paper presents a novel security tool, the Crypto Prefixes, and their application to the Route Optimization in Nemo (CRYPTRON). The Crypto Prefixes are IPv6 prefixes with embedded cryptographic information that enable the Mobile Network Prefix proof-of ownership without any centralized trust infrastructure. In CRYPTRON, the Crypto Prefixes are used to protect the establishment of the bindings on the Correspondent Nodes for the whole Mobile Network PrefixEuropean Community's Seventh Framework ProgramPublicad

Design and Performance Analysis of a Geographic Routing Protocol for Highly Dynamic MANETs

Efficient multi-hop routing has become important for airborne telemetry networks. The highly dynamic nature in these scenarios results in short-lived links. Geographic-based routing has an advantage over topology-based routing to make rapid forwarding decisions based on neighbor and destination position. The AeroRP geographic routing protocol is detailed, which uses a heuristic metric for forwarding decisions that takes transmission range and a neighbor's location and velocity into consideration. The main contributions of this work include detailing and finalizing the routing decision metrics, design, and simulation implementation of AeroRP. The analysis of the simulations shows AeroRP has several advantages over other MANET routing protocols and offers tradeoffs for different performance metrics in the form of different AeroRP modes. Specifically, AeroRP yields higher accuracy than all compared routing protocols and various AeroRP modes can be chosen depending on how packet delivery and delay are prioritized

On the Security of the Automatic Dependent Surveillance-Broadcast Protocol

Automatic dependent surveillance-broadcast (ADS-B) is the communications protocol currently being rolled out as part of next generation air transportation systems. As the heart of modern air traffic control, it will play an essential role in the protection of two billion passengers per year, besides being crucial to many other interest groups in aviation. The inherent lack of security measures in the ADS-B protocol has long been a topic in both the aviation circles and in the academic community. Due to recently published proof-of-concept attacks, the topic is becoming ever more pressing, especially with the deadline for mandatory implementation in most airspaces fast approaching. This survey first summarizes the attacks and problems that have been reported in relation to ADS-B security. Thereafter, it surveys both the theoretical and practical efforts which have been previously conducted concerning these issues, including possible countermeasures. In addition, the survey seeks to go beyond the current state of the art and gives a detailed assessment of security measures which have been developed more generally for related wireless networks such as sensor networks and vehicular ad hoc networks, including a taxonomy of all considered approaches.Comment: Survey, 22 Pages, 21 Figure

C-Band Airport Surface Communications System Standards Development, Phase I

This document is being provided as part of ITT's NASA Glenn Research Center Aerospace Communication Systems Technical Support (ACSTS) contract NNC05CA85C, Task 7: "New ATM Requirements--Future Communications, C-Band and L-Band Communications Standard Development." The proposed future C-band (5091- to 5150-MHz) airport surface communication system, referred to as the Aeronautical Mobile Airport Communications System (AeroMACS), is anticipated to increase overall air-to-ground data communications systems capacity by using a new spectrum (i.e., not very high frequency (VHF)). Although some critical services could be supported, AeroMACS will also target noncritical services, such as weather advisory and aeronautical information services as part of an airborne System Wide Information Management (SWIM) program. AeroMACS is to be designed and implemented in a manner that will not disrupt other services operating in the C-band. This report defines the AeroMACS concepts of use, high-level system requirements, and architecture; the performance of supporting system analyses; the development of AeroMACS test and demonstration plans; and the establishment of an operational AeroMACS capability in support of C-band aeronautical data communications standards to be advanced in both international (International Civil Aviation Organization, ICAO) and national (RTCA) forums. This includes the development of system parameter profile recommendations for AeroMACS based on existing Institute of Electrical and Electronics Engineering (IEEE) 802.16e- 2009 standard

High-Throughput Air-to-Ground Connectivity for Aircraft

Permanent connectivity to the Internet has become the defacto standard in the second decade of the 21st century. However, on-board aircraft connectivity is still limited. While the number of airlines offering in-flight connectivity increases, the current performance is insufficient to satisfy several hundreds of passengers simultaneously. There are several options to connect aircraft to the ground, i.e. direct air-to-ground, satellites and relaying via air-to-air links. However, each single solution is insufficient. The direct air-to-ground coverage is limited to the continent and coastal regions, while the satellite links are limited in the minimum size of the spot beams and air-to-air links need to be combined with a link to the ground. Moreover, even if a direct air-to-ground or satellite link is available, the peak throughput offered on each link is rarely achieved, as the capacity needs to be shared with other aircraft flying in the same coverage area. The main challenge in achieving a high throughput per aircraft lies in the throughput allocation. All aircraft should receive a fair share of the available throughput. More specifically, as an aircraft contains a network itself, a weighted share according to the aircraft size should be provided. To address this problem, an integrated air-to-ground network, which is able to provide a high throughput to aircraft, is proposed here. Therefore, this work introduces a weighted-fair throughput allocation scheme to provide such a desired allocation. While various aspects of aircraft connectivity are studied in literature, this work is the first to address an integrated air-to-ground network to provide high-throughput connectivity to aircraft. This work models the problem of throughput allocation as a mixed integer linear program. Two throughput allocation schemes are proposed, a centralized optimal solution and a distributed heuristic solution. For the optimal solution, two different objectives are introduced, a max-min-based and a threshold-based objective. The optimal solution is utilized as a benchmark for the achievable throughput for small scenarios, while the heuristic solution offers a distributed approach and can process scenarios with a higher number of aircraft. Additionally, an option for weighted-fair throughput allocation is included. Hence, large aircraft obtain a larger share of the throughput than smaller ones. This leads to fair throughput allocation with respect to the size of the aircraft. To analyze the performance of throughput allocation in the air-to-ground network, this work introduces an air-to-ground network model. It models the network realistically, but independent from specific network implementations, such as 5G or WiFi. It is also adaptable to different scenarios. The aircraft network is studied based on captured flight traces. Extensive and representative parameter studies are conducted, including, among others, different link setups, geographic scenarios, aircraft capabilities, link distances and link capacities. The results show that the throughput can be distributed optimally during high-aircraft-density times using the optimal solution and close to optimal using the heuristic solution. The mean throughput during these times in the optimal reference scenario with low Earth orbit satellites is 20 Mbps via direct air-to-ground links and 4 Mbps via satellite links, which corresponds to 10.7% and 1.9% of the maximum link throughput, respectively. Nevertheless, during low-aircraft-density times, which are less challenging, the throughput can reach more than 200 Mbps. Therefore, the challenge is on providing a high throughput during high-aircraft-density times. In the larger central European scenario, using the heuristic scheme, a minimum of 22.9 Mbps, i.e. 3.2% of the maximum capacity, can be provided to all aircraft during high-aircraft-density times. Moreover, the critical parameters to obtain a high throughput are presented. For instance, this work shows that multi-hop air-to-air links are dispensable for aircraft within direct air-to-ground coverage. While the computation time of the optimal solution limits the number of aircraft in the scenario, larger scenarios can be studied using the heuristic scheme. The results using the weighted-fair throughput allocation show that the introduction of weights enables a user-fair throughput allocation instead of an aircraft-fair throughput allocation. As a conclusion, using the air-to-ground model and the two introduced throughput allocation schemes, the achievable weighted-fair throughput per aircraft and the respective link choices can be quantified