New Digital Aeronautical Communication Technologies to support future ATM concepts of SESAR
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Logo-4c-originalgrosse New Digital Aeronautical Communication Technologies to support future ATM concepts of SESAR presented by Carl-Herbert Rokitansky prepared by M. Ehammer, Th. Gräupl, B. Jandl University of Salzburg / CoWi / ADC “Future Trends for Digital ATM Communication Technologies”, Salzburg, 21st of April 2009
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Outline
Introduction – SESAR Developments and Goals
Cellular Terrestrial ATM Communication Technologies:
B-AMC / L-DACS 1 – Some design background
and L-DACS 2 (covered in subsequent presentation)
Satellite-based ATM Communication Technology:
ESA / IRIS ARTES 10 – a dual link approach
Integration of ATM services at network layer:
NEWSKY Networking the Sky for future Applications
prepared by:
University M. Ehammer
of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 2
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Single European Sky ATM Research (SESAR)
Overview
SESAR networking technology roadmap:
- Ground-ground network: Pan-European IP Network (PENS)
- Air-ground network: No clear statement regarding roadmap for
networking technology (ATN/ISO vs. ATN/IPS):
SESAR:
Single European Sky ATM Research (2 Mrd. Euro)
(EU-Kommission, EuroControl, Industrie)
Development: Implementation:
Source: SESAR D5
2008 – 2013+ 2013 – 2020+
- NEWSKY as input to SESAR WP9 (Aircraft System) and
WP15 (Communication/Navigation/Surveillance System)
prepared by:
University M. Ehammer
of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 3
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Single European Sky ATM Research (SESAR)
Main Goals
• Increasement of Capacity by 73% (- 2020) up to 300% (long-term)
• Enhancement of Safety: triple by 2020; 10-times (long-term)
• Environment: Reduction of environmental impact by 10% per flight
• Costs: Reduction of ATM costs by 50% per flight
Source: SESAR D5
prepared by:
University M. Ehammer
of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 4
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L-DACS
Background
L-DACS stands for:
L-Band Digital Aeronautical Communication System
Two remaining technology candidates remaining:
- Based on broad-band (B-AMC and P34) approach: L-DACS1
- Based on narrow-band (AMACS and LDL) approach: L-DACS2
L-DACS 1 evolved in several projects (and years)
NBMA system
- Based on FDD (for Forward Link / Reverse Link) cells
prepared by:
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of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 5
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L-DACS
Design Goals of LDACS 1
Based on recommendations of AP17
- Fit requirements of COCRv2 (latency requirements)
- Deterministic Medium Access Approach
- Spectrum Efficiency
- Adaptive Coding and Modulation (variable bit rates)
- Implementation complexity should be low
- and many more …
prepared by:
University M. Ehammer
of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 6
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B-AMC as L-DACS1 System
General L-DACS 1 capabilities
- L-DACS 1 supports A/G and A/A communications
A/G communications centralized via ground station
A/A communications decentralized (not addressed here)
- L-DACS 1 supports data and voice communications
Focus is on data communications
Voice communications is a configurable option
- L-DACS 1 covers all ATS and safety-related AOC services
Extendable to non safety-related AOC, AAC (and APC?)
services
- L-DACS 1 is designed to meet the requirements for future
radio systems as defined in COCR document
University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 7
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B-AMC / L-DACS 1 - PL – Inlay Approach
969 1008 1053 1065 1113 1213
JTIDS JTIDS JTIDS (MIDS)
UAT
SSR
SSR
Galileo/GPS
GSM DME DME DME
DME (1157-1213)
960 978 1025 1035 1085 1095 1150 1164 f/MHz
B-AMC A/G FL B-AMC A/G RL
(crowded areas) B-AMC A/G RL (crowded areas)
B-AMC A/A B-AMC A/A
B-AMC A/G FL B-AMC A/G RL
(no airborne DME) (optional)
University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 8
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Modeling of Interference from/to
L-DACS 1 and existing DME
The B-AMC GS is operating (FL) on
rD2 the channel fB, serving a circular
Designed Operational Coverage
fD2 hD2 (DoC) area with radius rB and height
C
hB.
Overlapping DME DoC Frequency planning requires
B-AMC and A fD2 = fB ± 1,5 MHz
DME DoCs knowledge about the constellation of
adjacent DME GSs operating at fD1 =
rB fB ± 0.5 MHz and fD2 = fB ± 1.5 MHz.
The corresponding DME DoCs are
hB fB assumed to be circular, with radii rD1
dD2
B and rD2 and maximum designed
B-AMC DoC heights hD1 and hD2.
D The separation distances between the
B-AMC DoC and the DME DoCs are
described by dD1 and dD2, for
frequency separations of ± 0.5 MHz
hD1 and ± 1.5 MHz, respectively.
rD1 dD1
These distances are determined with
Non-
overlapping
a victim airborne RX placed at the
DME DoC
fD1 B-AMC and boundary of the circular DoC of the
fD1 = fB ± 0,5 MHz DME DoCs victim system at the "appropriate"
height.
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Evaluation of Interference:
L-DACS 1 GS towards Airborne DME Receiver
After applying
Interference
Kick-Out Criteria
towards DME:
Throughout
Europe, for each
L-DACS 1 cell
(r=120nm or 60nm)
an interference
saftey margin
towards DME can
be realized
(Yellow: 6 dB;
Green: 12 dB)
University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 10Logo-4c-originalgrosse
L-DACS1
Frame-structure
Super-Frame
RA D1 RL D2 RL D3 RL D4 RL
Multi-Frame #1 Multi-Frame #2 Multi-Frame #3 Multi-Frame #4
C C C C
BC FL FL FL FL FL
1 2 3 4
Multi-Frame RL
D1 RL DATA
variable
Multi-Frame FL – Cell Specific ACM
FL DATA C1 FL DATA
variable
Multi-Frame FL – User Specific ACM
FL DATA C1 FL DATA
variable
prepared by:
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of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 11Logo-4c-originalgrosse
Resource Acquisition
Reservation Mechanism
Aircraft requests resources via DCCH.
Ground station assigns resources via CCCH.
Aircraft uses allocated resources to transmit data.
Resources are requested for all LLC data within the MAC transmission
queues.
Assignment
Multi-Frame
DC DC
Scope of Assignment on RL
Resource Request
CC CC
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L-DACS1
Simulation Results – Medium Access
Linear increase of latency, while rising PIAC
PIAC versus Revers Link Latency
Latency requirement without
2000 A-EXEC (1400 ms):
Latency requirement with up to 400 A/C in a single cell
1800 RL Latency - 95% Qtl.
A-EXEC (740 ms):
RL Latency - mean up to 200 A/C in a single cell
1600
RL - Latency - mean (theory)
Time in Milliseconds
1400
Linear (RL Latency - 95% Qtl.)
1200 Linear (RL Latency - mean)
1000
800
600
Linear Regression of
400
simulated RL latency (mean)
200 Theoretical prediction of RL
latency (mean)
0
0 100 200 300 400 500 600
PIAC
prepared by:
University M. Ehammer
of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 13Logo-4c-originalgrosse 14 University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 14
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Iris/ARTES 10 Program
Iris/ARTES 10 is a dedicated ESA program to support SESAR
("Single European Sky ATM Research") under the umbrella of
ESA’s Advanced Research in Telecommunication Systems
program (ARTES)
It aims to develop a new Air-Ground communication system for
Air Traffic Management as the satellite-based communication
solution for the SESAR program.
Three phases:
- Definition Phase until 2009.
- Development Phase post 2009
- Target satellite launch in 2013.
15
University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 15Logo-4c-originalgrosse Iris/ARTES 10 Program SESAR schedule vs. Iris phases 16 University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 16
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Analysis of Communication System
Capacity
USBG contributed the ATM traffic model to the analysis of the
required communication system capacity:
Used to refine the system requirements.
Used for early performance assessment.
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Analysis of Communication System
Capacity
Analysis of the required communication system capacity:
- Identify area of interest and reference air traffic data.
For years 2013 until 2025:
1. Estimate the air traffic growth in the area of interest.
2. Estimate the future air traffic distribution and density.
3. Estimate the required communication system capacity of
the Iris system.
- Provide input to the performance evaluation.
System design is still ongoing.
Not discussed here.
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Area of Interest
The area of interest of the Iris/ARTES10 program is
defined by the possible radio coverage of a GEO
satellite positioned “over Europe and the Atlantic”.
- It is assumed that this is contained in the
geographic area between 80° W to 80° E and 80°S
to 80° N.
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Area of Interest
The area of interest is
divided into three regions:
- Controlled airspace of
ECAC countries (green).
- Controlled airspace of
non-ECAC countries
(white).
- Oceanic, remote, or polar
(ORP) area (blue).
Based on 2007 US National
Geospatial Intelligence
Agency (NGA) data.
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University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 20Logo-4c-originalgrosse
PIAC estimation: Regions
ECAC region ORP region
Note: Concept can be applied to any other region around the world
University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 21Logo-4c-originalgrosse
Reference Air Traffic
Air traffic reference day: 31st Aug. 2007
- Based on CFMU (Eurocontrol) and OAG (worldwide scheduled flights)
data.
- For airport relations (departure – destination) contained in CFMU and OAG:
OAG contains 95.3% of CMFU flights.
- OAG data contains flights with airport relations not present in CMFU.
Mostly flights outside of Europe.
- CFMU contains flights with airport relations not present in OAG.
Mostly military flights, general aviation, and short term business flights.
Additional flights were added to the OAG data to account for these
extra flights.
- Reference day = CMFU data + extended OAG data
- Tool used to simulate Air Traffic in area of interest: NAVSIM
22
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ESA/Iris: Future Air Traffic (PIAC) Estimation by UniSBG
EuroControl
Medium-Term Forecast (- 2013)
& Long-Term Forecast (-2025)
ECAC/ESRA
EC/CFMU Statistical European NAVSIM
FLIGHT DATA Comparison: and relevant ESA/Iris
PEAK Ref. Day:
Common
Iris/PIAC
Aug.31, 2007
world-wide Satellite
Airport Pairs (CFMU/SAAM)
& additional and Comms
Worldwide
CFMU flights; non-European System
SCHEDULED
Correction of (SCHEDULED)
Air Traffic
FLIGHT DATA
(Airlines, Charter,Cargo) missing flights Air Traffic Simulation
SCHEDULED Simulator/
for PEAK Ref.Day: Simulation & Forecast
Aug.31,2007 Flight Data using NAVSIM: Emulator to
TMA&ENR be developed
Air Traffic with/wo.APT (USBGSim)
by Consortia
forecast by SAAM
Ref. Year 2020 Apply Multiplicator for Validation
years 2008 to 2025 of Results
in 1x1 degree GEO grid
Result
Future
PIAC Estimation for ECAC, ORP, GEO coverage area
Comms Infrastructure for years 2008 up to 2025 for Air Traffic Growths Scenarios:
Evaluation Scenarios A (High), B,C (Medium), D (Low) as baseline for target
(2020 - 2025) Satellite Iris Communication System; Evaluation of
NAVSIM (c) Mobile Communications R&D GmbH
capacity limits; Optimization of system parameters
University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 23Logo-4c-originalgrosse
NAVSIM: Simulation of Real Air Traffic: August 31, 2007
EuroControl Data +
Worldwide scheduled
Flight Plans
EuroControl
Medium- / Longterm
Forecasts: 2008 – 2025
Around115.000 flights/day world-wide (2007)
estimated: 350.000 flights on peak days (2025)
University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 24Logo-4c-originalgrosse
Air Traffic Growth
The air traffic growth estimation is based on Eurocontrol STATFOR
studies for the ESRA countries:
- Medium Term Forecast (2007-2013)
High, medium, low.
- Long Term Forecast (2013-2025)
Scenario A (high-growth), B, C (medium-growth), D (low
growth).
Medium term and long term growth forecasts are combined into four
common scenarios:
- High-A (no constraints; e.g. additional runways at airports if needed)
- Med-B (strong growth assumed, but some capacity constraints apply)
- Med-C (medium growth rates)
- Low-D (changing attitudes: e.g. less long-haul tourist flights)
25
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Air Traffic Growth
The area of interest was partitioned
Estimated Air Traffic Growth Factor 2025/2007 High-A
into a 1°x1° grid.
- Each grid cell was assigned to
one ECAC country or region
(ORP, etc.).
- Each grid cell was linked to the
estimated air traffic growth rate
of its country/region.
- The growth rate is not constant.
It depends on
Target time
Country/region
Forecast scenario
26
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Air Traffic Forecast: Results 2013
PIAC estimation High-growth - A Growth forecast High-growth - A
University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 27Logo-4c-originalgrosse
Air Traffic Forecast: Results 2020
PIAC estimation High-growth - A Growth forecast High-growth - A
University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 28Logo-4c-originalgrosse
Air Traffic Forecast: Results 2025
PIAC estimation High-growth - A Growth forecast High-growth - A
University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 29Logo-4c-originalgrosse
Air Traffic Distribution and Density
Accuracy of the estimation:
ECAC (TMA + ENR)
- Results have been compared to
6500
other available results: High A
SAAM (TMA+ENR, 2020+). Med B
5500 Med C
FCI (TMA+ENR, 2025) Low D
FCI
PIAC
- Our results are in good 4500 SAAM
agreement with the other
sources. 3500
Slightly higher than SAAM.
Low-D almost equal to FCI 2500
2007 2010 2013 2016 2019 2022 2025
Year
- But: Our results offer much
higher detail!
30
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Data/Voice Traffic Simulation
The simulated air traffic was used to generate voice and data
traffic according to the actual flight phase:
- communications at departure gate, taxiing, take-off,
- departure, en-route, arrival, approach, final approach,
- landing, taxiing, communications at destination gate.
The voice model is based on Eurocontrol Reports (Aircraft DSB-
AM Usage Profile).
The data model is based on the COCRv2.
- 24 ATS services
- 21 AOC services
- 2 NET services
- Some services (12) were identified as unsuitable for
transmission over a satellite system and not included.
31
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Data/Voice Traffic Simulation
Data message generation is triggered by events specified in COCRv2:
- Change of domain, sector, ground position, etc.
Example (ATC Clearance (ACL) service):
5 message 2 message 5 message
exchanges : exchanges : exchanges :
2 message
exchanges :
2 message
exchanges :
1 message
exchanges :
1 message
exchange á :
UL: 2x93 B
DL: 2x93 B
ENR
ENR
ORP
TMA TMA
APT: A/C APT : A/C
on on
ground , ground ,
departure arrival
32
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Results
Various scenarios were assessed and evaluated during the
Iris/ARTES 10 study.
- Three TL ACKs scenarios.
- With/without/modified WXGRAPH.
- Concentration of different areas of interest.
Results presented here:
- Worst case TL ACKs.
- Unmodified WXGRAPH service (most demanding case).
- ECAC area only.
33
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Results
Distribution of voice load (2025; High-A).
34
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Results
Distribution of data load (2025; High-A).
35
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Results
Evolution of Iris data and voice traffic in the ECAC area
(High-A).
2013 2020 p1 2020 p2 2025
min 16.0 22.2 15.8 40.3
avg 578.7 936.9 2250.8 4453.6
95% 679.9 1064.6 2786.2 5215.5
99% 729.8 1131.0 3068.0 5553.5
max 804.9 1323.8 3425.8 6160.3
stdev 61.6 77.4 313.0 453.4
peak/avg. 1.4 1.4 1.5 1.4
2013 2020 p1 2020 p2 2025
min 30.0 31.7 34.0 4.7
avg 44.6 47.6 47.2 12.3
95% 51.7 55.3 54.0 16.0
99% 55.0 58.7 56.7 18.0
max 62.0 65.0 61.3 21.3
stdev 4.2 4.5 4.0 2.2
peak/avg.
1.4 1.4 1.3 1.7
36
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Results
Data message size distribution:
- Strong asymmetry between frequency and volume: Smallest
messages are most frequent, but (infrequent and) large messages
contribute most to the traffic volume.
37
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NEWSKY Goals: Networking the Sky
NEWSKY co-funded by the European Commission:
Development of a concept and preliminary design of an
integrated aeronautical communication network with
focus on air-ground communications and IPv6 technologies
INTERNET
in the Sky !
Air/Ground
(terrestrial)
via Satellite
direct
Air/Air Comms
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NEWSKY: Integration of Different Data Links
Several data links are required to fulfil the ATM
communication requirements (SESAR / Eurocontrol,
NextGen / Federal Aviation Administration (USA))
Further data links are foreseen for APC
Oceanic, newsk...
Kopie 3 ADS-B, Wake
Remote, Polar newsky ...
(ORP) air-air links
satellite links (Inmarsat, Iridium newsky_... newsky_...
NEXT, ESA Iris, DVB-S2, …)
point-to-point air-ground
Airport TMA/Enroute links (VDL2, L-DACS-1/2)
newsky ...
news... news... Cellular,
n newsk... Kopie Kopie
K
4
terrestrial
ground network
airport links (Aero-WiMAX)
University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 39Logo-4c-originalgrosse
NEWSKY and SESAR
SESAR networking technology roadmap:
- Ground-ground network: Pan-European IP Network (PENS)
- Air-ground network: No clear statement regarding roadmap
for networking technology (ATN/ISO vs. ATN/IPS):
Source: SESAR D5
Development: Implementation:
2008 – 2013+ 2013 – 2020+
- NEWSKY as input to SESAR WP9 (Aircraft System) and
WP15 (Communication/Navigation/Surveillance System)
University of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 40Logo-4c-originalgrosse
NEWSKY
Overall & Security Architecture
ATS Services AOC Services
ATS LFN SAG MR GACSP
NETWORK
MR SAG AOC LFN
Access Router
ATS Services
ATS LFN SAG MR
SAG
ANSP with
SAG SAG
ACCESS
NETWORK
ANSP w/o
ACCESS
NETWORK
AOC CN
ATS CN
ATS CN
DiffServ Domain LFN: Local Fixed Node ANSP: Aeronautical Navigation Service Provider
Mobility Tunnel SAG: Security Access Gateway GACSP: Global Aeronautical Communication Service Provider
Security Tunnel MR: Mobile Router AOC: Aeronautical Operational Service
DSCP Tagging CN: Correspondent Node ATS: Air Traffic Service
prepared by:
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NEWSKY
Mobility Management
Mobility Management Framework
ATS AOC Based on Mobile IPv6
Mobile
Router Key Mobile IPv6 extensions:
Layer 2 Local Global
Mobility Mobility Mobility - Network Mobility (NEMO)
- Network-based Localized Mobility
Access
- Multihoming
Router
Access Access
Network A Network B NEMO Route Optimization (RO)
- Global HA – HA Protocol
Home Core
Agent Network - Optimized Route Cache Protocol
Node - based mobility signalling
Network - based mobility signalling
prepared by:
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NEWSKY
Simulations of future air traffic and data traffic in seamless integrated network
prepared by:
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NAVSIM: Validation of SESAR Concepts
Pilot Controller
(Future Cockpit) (new ATC procedures)
NAVSIM
Simulation of Data
Communications (SWIM) and
Military new ATM/ATC Concepts:
(Air Operations Center)
Business 4D-Trajectories,
Mission Trajectories,
CDM, Self-Separation,
Airport etc. Airline
(Operations Center) (Operations Control Center)
Source; SESAR / D3 page 35
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NAVSIM: European/worldwide Simulation of Air Traffic
Detailed simulation
of today's / future
worldwide air traffic
based on worldwide
navigation data,
several thousands of
aircraft are simulated
simultaneously
based upon around 1 million navigation data
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UniSBG: Simulation Service Architecture & Components
Airspace
Scenario
Radio
Visualization
Coverage
Statistics
Service Data-Link
Service
Application
Service
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Conclusions (1 of 3)
Aero-WiMax communication technologies will provide
high-speed data communications at airports
Terrestrial ATM communication technologies
(L-DACS) are currently being specified and will provide
digital data/voice communications in TMA/En-route areas
with high performance fulfilling specified communication
requirements (COCRv2)
Satellite-based ATM communication technologies will be
operated - as dual link in parallel to terrestrial systems –
supporting all relevant ATS/AOC/AAC applications
prepared by:
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Conclusions (2 of 3)
Within NEWSKY (and follow-up projects, e.g. SANDRA)
concepts are developed for a seamless integrated
aeronautical communication network based on IPv6
technologies
Detailed performance evaluations of future technologies
and SESAR ATM concepts are based on simulation of
future air traffic scenarios (up to year 2025) and future
data applications
prepared by:
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Conclusions (3 of 3)
To support assessment of SESAR concepts/developments:
- integrated comms technologies (AeroWiMax, L-DACS, SatCom)
- extended system-wide information management (SWIM)
- new ATM concepts (e.g. airborne/self-separation, etc.), based on:
- Business 4D-trajectories / Mission trajectories, and
- Collaborative Decision Making (CDM) between key players:
Controllers,
Pilots,
Airports,
Airline/Military
will be evaluated in integrated simulation scenarios using powerful
tools (e.g. SESAR JU WP3, NAVSIM/USBG, etc.).
Note: DEMO of NAVSIM/USBG Simulation Tools during Coffee Break
prepared by:
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Thank you for your attention
Contact:
Carl-Herbert Rokitansky
roki@cosy.sbg.ac.at
Mobile Phone: +43-664-85 25 347
prepared by:
University M. Ehammer
of Salzburg / CoWi / ADC – Ehammer, Gräupl, Jandl, Rokitansky Page 50You can also read
