DAYANANDA SAGAR COLLEGE OF ENGG., Kumaraswamy Layout, Bangalore-560078 Department of Aeronautical Engineering SEMINAR SYNOPSIS ON Topic: - “UMTS and W-LAN in Aircraft Cabins” Presented By Name: - DIGVIJAY SINGH USN: - 1DS11AE013 Semester: 8 Subject Code: 10AE86 For the academic year 2014-2015 Under the Guidance of Asst. Prof. Manjunath I.B. Department of Aeronautical Engineering Dayananda Sagar College of Engineering, Kumarswamy Layout, B’lore - 560078 ABSTRACT 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. Specifically it focuses on wireless services such as UMTS and W-LAN in aircraft cabins that connect the passenger via satellite to terrestrial infrastructure. 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 became indispensable, and together with ever increasing data rate requirements of applications, aeronautical satellite communication meets an expensive market. Certain features of UMTS and W-LAN that helps to provide these services are also explained. ACKNOWLEDGMENT I express my sincere thanks to Prof. Asst. A Arokkiaswamy (Head of the Department. DSCE). Aeronautical Engineering. I also extend my sincere thanks to all other members of the faculty of Aeronautical Engineering Department and my friends for their co-operation and encouragement. N Srinivasan (Seminar Coordinator) for their kind cooperation for presenting the seminar. Prof. . ..................................... TECHNICAL OVERVIEW................CONTENTS Abbreviations List of Tables List of Figures 1........18 . SATELLITE CONNECTION.....................................4 4.................................15 10...................................................... COLLECTIVELY MOBILE HETEROGENEOUS NETWORK...............................................................12 8...................................................................14 9......................................................................................................................................................... INTRODUCTION........................................................... CABIN ARCHITECTURE.......................... REFERENCE............................................................................ SERVICE INTEGRATOR............2 3.............................................................................. CONCLUSION... SERVICE DIMENSIONING.............6 5..................................................................................................................................1 2............................................ CABIN PROPAGATION...................................9 6.......17 11... INTERFERENCE....................11 7................. Abbreviations UMTS Universal Mobile Telecommunications System IST Indian Standard Time W-LAN Wireless Local Area Network IEEE Institute of Electrical and Electronics Engineers IP Internet Protocol LAN Local area network UTRAN UMTS Terrestrial Radio Access Network CDMA Code division multiple access TDMA Time division multiple access CMHN Collectively Mobile Heterogeneous Network . 1 General Parameters Comparison……………………………….List of Tables Table Description Page 4.8 . .3 IP support through fixed cabling or W-LAN………………….1 Wireless Cabin Architecture………………………………...4 3....1 CMHN system architecture……………………………………..7 4.2 Satellite Connection Scenario …………………………………..1 Cabin Propagation………………………………………………13 9....2 IP support through Bluetooth access……………………….9 7..1 Service Integrator……………………………………………….16 ...1 Inmarsat-3(L-Band) satellite constellation…………………..1 UMTS Structure……………………………………………....2 Cabin CMHN system architecture……………………………...2 3....List of Figures Figures Description Page 2....5 4.....15 9.6 4.7 5..... The project will provide UMTS services. such as mobile phones and laptops with Internet connection. airliners will provide a variety of entertainment and communications equipment to the passenger. Wireless Cabin (IST -2001-37466) is looking into those radio access technologies to be transported via satellite to terrestrial backbones. This paper will thus describe a methodology for the planning of such system. In the future. Since people are becoming more and more used to their own communications equipment. business travelers will soon be demanding wireless access to communication services. Therefore satellite communication becomes indispensable.1. secure and productive for passengers is one of the winning factors for airlines and aircraft industry. In an aeronautical scenario global coverage is essential for providing continuous service. and together with the ever increasing data rate requirements of applications. up-dated information and real-time communication are not available. INTRODUCTION During the last years. aeronautical satellite communication meets an expansive market. 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.11b and Bluetooth to the cabin passengers. In-flight Entertainment (IFE) has become one of the hot topics in the communications world. Internet access. as pointed out in [1]. in particular Internet applications. Current trends are towards high data rate communication services. . either through a network interface card or dial-in access through modems. This is mainly due to the fact that aircraft seem to be one of the last remaining islands where personal communications. W-LAN IEEE 802. and in general. The demand for making air traveling more pleasant. Hence. The Wireless Cabin architecture and its components are conceptually depicted in figure 1. but as a complementary service for the passengers. these access technologies will co-exist with each other. Of course.11 b. Bluetooth.1 Wireless Cabin Architecture . it should not be seen as an alternative to wired architecture in an aircraft. the most important standards for future use are considered to be: UMTS with UTRAN air interface.2. especially if new aircraft avionics technologies are considered. Fi gure 2. such as live TV on board or provision of Internet access with dedicated installed hardware in the cabin seats. and low power pico-cell access such as Blue tooth this situation is likely to change. WIRELESS CABIN ARCHITECTURE So far. With the advent of spread spectrum systems such as UMTS and W-LAN[2]. or if the communications technologies are in line with aircraft development as today. and W-LAN IEEE 802. GSM telephony is prohibited in commercial aircraft due to the uncertain certification situation and the expected high interference levels of the TDMA technology. beside conventional IP fixed wired networks. The wireless access solution is compatible with other kinds of IFE. When wireless access technologies in aircraft cabins are envisaged for passenger service. Several wireless access segments in the aircraft cabin. . IP mobility and virtual private networks (VPN) for the individual passengers in the mobile network. A satellite segment for interconnection of the cabin with the terrestrial telecom networks. aircom service provider and terrestrial service providers. as well as a standard wired IP LAN. asymmetric data rates on satellite up. 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. For the UMTS cabin service. and Bluetooth1.and down-link. 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. satellite provider.1[3]. 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. Peculiarities. such as limited bandwidth. that allows the separation and transportation of the services over a single or several satellite bearers.11 b standard for IP services. The aircom provider segment provides the interconnection to the terrestrial personal and data networks as well as the Internet backbone. an UMTS pico-cell for personal and data communications. a subset of the UMTS core network must be available. An aircom service provider segment supporting the integrated cabin services. authentication. and dynamic traffic demand between the different services and handover between satellite bearers need to be addressed. namely a wireless LAN according to IEEE 802. The different cabin services must be integrated and interconnected using a service integrator. again here continental coverage is mainly intended. thus it must cope with the available or in near future available satellite technology. 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. Furthermore. The scenario must thus consider the use of different satellite systems. and . dynamic bandwidth management is needed to allocate higher bit rates from temporarily unused services to other service- Figure 3.3. and interworking must be performed at aircraft interface level with the satellite segment. that cover the land masses and the oceans.5 Mb/s in up-link (Connexion by Boeing)[5]. few geostationary satellites such as the Inmarsat fleet are available for two-way communications. 144 kb/s up-link (Inmarsat B. 1. thus the bandwidth that is requested by standard interfaces of the wireless standards needs to be adapted to the available bandwidth (typically: 432 kb/s in down. or 5 Mb/s in down-link. The service concept needs to take into account today's peculiarities of satellite communications. Only restricted satellite data rates will be available in the near future.1 Inmarsat-3(L-Band) satellite constellation Currently.link. Ku-band may be used on a secondary allocation basis for aeronautical mobile satellite services (AMSS) but bandwidth is scarce and coverage is mostly provided over continents.GANTM)[4]. K/Ku-band satellites will be launched in the near future. which will probably force the support of different service bearers. Figure 3.2 Satellite Connection Scenario . Handover between satellite systems.and down-link. The service portfolio in the cabin and the service integration needs to cope with this possibility. Asymmetrical data rates in satellite up. that may also be caused to operate in conjunction with different satellites systems for up.and down-links. It is assumed that each satellite segment is connected via terrestrial wide area networks or via the IP backbone to the aircom service provider. but which can be enlarged by amplifying the transmit power in Class 2 and Class 1 up to 100 m. TECHNICAL OVERVIEW 4. Figure 4. named UTRAN(UMTS Terrestrial Radio Access)[6] is applicable in the two existent duplexing schemes for UMTS: UMTSFDD and UMTS. data capability and a far greater range of services.TTD uses the TD-CDMA access technique. This air interface.TTD.4--GHz ISM (industrial. while UMTS. Each piconet consists of a master unit and up to seven active slave units.).2 BLUETOOTH Bluetooth operates in the unlicensed 2. Furthermore. two or more piconets can be interconnected to form a .hopping spread spectrum (FHSS) technique to minimise interference. a combination of CDMA and TDMA technologies.1 UMTS The Universal Mobile Telecommunication System (UMTS) is the third generation mobile communications system being developed within the IMT -2000 framework. UMTS will build on and extend the capability of today's mobile technologies (like digital cellular and cordless) by providing increased capacity.1 UMTS Structure 4. A Bluetooth unit has a nominal range of approximately 10 meters (in the Class 3 defined in the standard. Two or more Bluetooth units sharing the same channel form a piconet. ETSI reached an agreement concerning the radio access technique to be used for UMTS. In January 1998. UMTS-FDD relies on wideband-CDMA (W-CDMA) access technique.4. scientific and medical) band and uses a frequency. 2 IP support through Bluetooth access 4.3 IEEE 802.11b[7] standard offers a maximum throughput of II Mbps (typical 6. but they were later identified with mobility. .5 Mbps) working in the same 2.11b Wireless local area networking (WLAN) radio technology provides superior bandwidth compared to any cellular technology. Figure 4. which are available as a PC card that is installed in a mobile computer. To be a part of more than one piconet a unit called inter-piconet unit (gateway) is required. WLANs were originally intended to allow local area network (LAN) connections where premises wiring systems were inadequate to support conventional wired LANs. The IEEE 802. in indoor environments) that access the AP through network adapters(NAs ).scattemet. A WLAN cell is formed by an AP and an undefined number of users in a range from approximately 20 to more than 300 m ( 100 m.4-GHz ISM band as Bluetooth by the use of direct sequence spread spectrum (DSSS). 11b s Band(GHz Coverag Duplexin Tx.) FDD: 1.5Mbps26 802.meter ranger standard radio.4-2.20 s Bluetoot 1Mbps 728 1 h Kbps IEEE 11Mbp 6. up to 1.10.025 2.921.3 IP support through fixed cabling or W-LAN Table 1 summarizes the main parameters of each standard.1 General Parameters Comparison . Notice that the coverage range in the UMTS case is capacity dependent and it can vary from 200 m.01-2.4-2.17(dl) TDD: 1.4835 Depends FDD/TD 20 on D capacity QPSK(dL) BPSK (uL) 10 2.. Modulatio ) e g (dBm n Range Scheme ) (m. where only Class 3 of the Bluetooth standard has been considered.90-1.4 Km.92 2.90(ul) 2. a phenomena known as "cell breathing". (MHz) Typ UMTS 2Mbps 144Kbp 5.Figure 4.4835 20-100 TDD 0 GFSK TDD 20 Depends on bit rate Table 4. Bit rates Max Bw.P.112.0 specification focuses primarily on the 10. as long as the Bluetooth version 1. 1 Service Integrator The SI multiplexer is envisaged to assign variable capacities to the streams.5. All services will be bundled and transported between a pair of Service Integrators. controlled by a bandwidth manager that monitors also the QoS requirements of the different service . Figure 7. The central part of the service portfolio provisioning is the service integrator(SI)[8]. Figure 5. SERVICE INTEGRATOR The different wireless access services of UMTS. W-LAN and Bluetooth require an integration of the services over the satellite. as well as the interface to the terrestrial networks at aircom provider site. The service integrator will provide the interfaces for the wireless and wired service access points in the cabin. It performs the encapsulation of the services and the adaptation of the protocols. the interfaces of the wireless access standards need to interwork with the transport streaming of the SI by specific adaptation layers (AL).g. This unit is envisaged to support several satellite segments and to perform handover between them. These ALs have to be designed according to the analysis of the impact of delay. Towards the terminal side. Changes in capacity assignment must be signaled to the SI at the other communication end. voice) must be also provided here.connections. Asymmetrical data rates in inbound and outbound directions can be managed here.. The heterogeneous traffic stream is then sent to streaming splitter/combiner. Buffering (to compensate delay jumps at handover) and jitter compensation for real-time services (e. . Adaptation to the supported satellite segments are done by medium access controllers (MAC) in a modular manner. jitter and restricted / variable bandwidth on the protocol stack. SERVICE DIMENSIONING This section provides an overview of key issues and steps for the systematic system dimensioning of Wireless Cabin aircom satellite communications system. the underlying flight route investigations have been performed within the European ACTS project ABATE and have been used for design and dimensioning studies of an aeronautical subsystem of the EuroSkyWay satellite communications system[9]. whereas the “revolutionary” path may target from the beginning at advanced K/Ku band technology and the design of a tailor-made. The evolutionary path leads from existing L-band systems such as Inmarsat GAN or B-Gan in few years up to C/Ku band and existing GEO transponders. especially with the important long-haul intercontinental flight routes between the European. . North American and East Asian regions. We will tackle the satellite constellations as potential candidates for aircom services as well as the gross traffic calculation and assignment process. potentially non-GEO system. Different market entry options and reference business cases must be taken into account in an initial stage of a system design. Although its view is Europe-centric. Identification of potential serving satellites and their coverage areas. and the fact that a significant share of the addressable market is at higher (northern) latitudes. Two key observations concerning the “geographic market” are 1) the pronounced asymmetry of market opportunities between northern and southern hemisphere (partly just a result of our earth’s “continental layout”). The system dimensioning process can be structured in several steps: Determination of gross traffic per aircraft using the multi-service model Determination of the timely and locally varying traffic.6. depending on the flight path and flight schedule. Mapping and traffic allocation of the aircom traffic to the satellite systems. assuming also a service rool-out scenario for different airlines and aircraft types. increased shadowing (propagation path is rarely direct) and excess losses. are mainly done for office environment. and in the stowage bins. due to the very different shadowing conditions: under the seat (simulating a device in a handbag). anyway the power addition of local signal paths can lead to fading of the signal in particular points and small movements of the receiver can have a substantial effect on reception. on the backseat-table. so they may not be applied in the particular scenario of an aircraft cabin due to its special characteristics. A wide variety of operational scenarios have to be planned for this campaign due to the big amount of critical parameters that may vary the received power in a single location. Not only the link budget between AP and different seats has to be calculated. where the best direct path can be achieved for the nearest users (good option if only coverage in a reduced . While in an office environment one of the highest limitations besides multipath is the attenuation of walls. To start. Of course. CABIN PROPAGATION Indoor radio propagation is subject to multipath. Some foreseen possibilities are: (i) on the walls over the windows. These parameters are discussed in the following lines. their shapes modify the near field and therefore they determine the interference exposed to nearby users (remember the small distance between passengers in an aircraft). Moreover. this problem disappears in a cabin. different AP locations have to be checked to determine the optimal one in terms of best coverage and minimum interference into avionics systems. General indoor channel models like the ones of the Joint Technical Committee on PCS (JTC)[10] and planning studies to cover indoor areas. at ear’s height of a seated passenger (user speaking on a telephone).7. because the cabin cavity acts in a similar way as a waveguide does. So the cell size is hard to determine. where there is a single cavity. Otherwise its higher obstacles density increases dramatically the path losses. The elongated structure of a cabin causes smaller losses than expected in other type of room shapes. because of the different antenna patterns of each one. but also several positions within a same seat. to face the difficulties of designing a wireless network in an aircraft where up to now there is no valid channel model available. different user terminals for a same access segment have to be taken into account. Hence. on the seat (device in a pocket). the Wireless Cabin project plans to do a measurement campaign in an A340-600 and in an A380 mock-up. (ii) under the seats (to increase the losses and reduce in this way the undesired interference).number of rows is desires.1 Cabin Propagation 8. Figure 7.segment interference between terminals of . like for instance in first class). or (iv) on the roof over the seats. (iii) on the roof along the corridor. INTERFERENCE Once the above described measurements finish. The above mentioned variables in the scenario description have to be considered for the three access methods. the inter. four types of interferences within the CMHN have to be studied: the co-channel interference among the terminals of the same wireless access segment. COLLECTIVELY MOBILE HETEROGENEOUS NETWORK The concept of having several users. there is a special interest of designers and portable data devices manufacturers to improve the coexistence of the two standards. and low power Pico cell access such as Bluetooth TM. A description of the electromagnetic behavior of conventional aircraft equipment is necessary to analyze the interference and the EMC of the new wireless network with the avionics systems. Gulfstream. GSM telephony is prohibited in commercial aircraft due to the uncertain certification situation and the expected high interference levels of the TDMA technology. With small business jets such as Bombardier Learjet’s. From the co-channel interference analysis the re-use distance and the re-use frequency factor for in-cabin topology planning will be derived. For this reason it is important to consider different AP locations during the measurements. and heterogeneous access segments and heterogeneous . this situation is likely to change. It is not expected to have major problems due to interference from UMTS towards WLAN and Bluetooth. the cumulative interference of all simultaneous active terminals with the aircraft avionics equipment and the interference of the CMHN into terrestrial networks. is called Collectively Mobile Heterogeneous Network (CMHN)[11].Due to the market acceptance of Bluetooth and WLAN. In such a scenario one can find two types of mobility and two types of heterogeneity: the mobile group itself and the user mobility inside the group from one side. 9. particular interest has to be paid in the interference between Bluetooth and WLAN .. etc. thanks to the different working frequency. individual equipment certification is already established. On the other hand. So far. With the advent of spread spectrum systems such as UMTS and WLAN.different wireless networks. which are collectively on the move forming a group with different access standards into this group. There are many studies showing the robustness and the reliability of Bluetooth in presence of WLAN and vice versa. 1 CMHN system architecture The communication infrastructure to support the cabin CMHN is depicted in Fig 2. Figure 9. and (iii) an aircom service provider segment supporting the cabin services. Figure 9.1) supporting three types of wireless (user mobility) access standards (heterogeneous user access) inside an aircraft (the mobile group) using one or more satellite access segments.user access standards from the other side.satellite handover will be required. 9. The aircraft cabin represents a CMHN (see Fig.2 Cabin CMHN system architecture integrated . The architecture consists of (i) several wireless access segments in the aircraft cabin which can coexist with the standard wired IP LAN. The CMHN may cross coverage areas and then inter-/ intra. (ii) a satellite segment for interconnection of the cabin with the terrestrial telecom networks. This could be reduced if other broadband services were offered to passengers via satellite. both business and economy. their laptops have the software they are used to. wired telephones). Anyway. Currently. bookmarks. CONCLUSION Go meet the increasing and ever changing needs of the most demanding passengers a solution in which passengers. their service acceptance will be increased by the following facts: they can be reached under their usual telephone number. such as TV on board or provision of Internet access with dedicated installed hardware in the cabin seats. the consequent software licenses (in case of PCs) and the further investment due to hardware updating to offer always last technology to their customers. In addition. stations. Hence. it should not be seen as an alternative to a wired architecture in aircraft. they may have available telephone numbers or other data stored in their cell phones or PDAs. the wireless access solution is not replacing other kinds of IFE. the documents they need and with their personalized configuration (starting web site. This approach has many advantages. From the users point of view. . address book). could use their own wireless equipment must be developed. like laptops with WLAN interface. since users in an aircraft are passengers. the electronic devices they carry with them is wireless.10. but as an added service for passengers. one of the major IFE costs is due to film copies and delivery expenses of new movies. From the airlines point of view there is a huge saving of the investment that would suppose the installation of terminals (screens. connexionbyboeing.11ac: High-impact Technology .1 v1.What You Need to Know”.Core vol. “Feature Interactions in Telecommunications Networks IV” Year 1997. “General Packet Radio Service (GPRS) enhancements for Evolved Universal Terrestrial Radio Access Network (E-UTRAN)” access (Release 8). L. Technical Information Service. 84-89.com [6] 3GPP TS 23. www. pp. [8] P. September 1994. www.L Kota. Logrippo. IEEE Wireless Communications. vol. “Heterogeneous Wireless Access Networks: Architectures and Protocols” Wireless Communications. REFERENCE [1] Kun-De Lin. Institute of the Aerospace Sciences. [7] Kevin Roebuck. “Heterogeneous Networks in LTEAdvanced”. United States. March 2008 [3] Specifications of the Bluetooth System . Sudhanshu Gau. [10] JTC Technical Report on RF Channel Characterization and Deployment Modeling. 9. Air Interface Standards.bluetooth. “Communications and entertainment onboard a highspeed public transport System”. [11] Joydeep Acharya.11. Dini.com/swift64 [5] ConnexionTM by Boeing.1. Feb. “IEEE 802. National Aeronautics and Space Administration. no. “American Institute of Aeronautics and Astronautics. Jin-Fu Chang. 2002 [2] Ekram Hossain. [9] S. Technical Information Service” – Year 1999. Year 2012.401.inmarsat. Raouf Boutaba. Year 2014 . www. 1. Long Gao.com [4] Inmarsat.
Report "wlan and umts in aircraft cabins by digvijay singh.docx"