D 12-1 STAR objectives and dissemination plan · 3.3 w-cdma aircraft communication background : 9 4...

Work Package: WP12

Type of document: PU

Date: 11 July 2007

IST Integrated Project No AST5-CT-2006-030824

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Copyright © Copyright 2006 STAR (Secure ATM CDMA Software Defined Radio) Priority 1.3.1.4a: Co-operative Air Traffic Management Funded by the European Commission Contract nº AST5-CT-2006-030824

D 12-1 STAR objectives and dissemination plan

Work Package: WP12


Date: 11 July 2007

EC/IST FP6 Project No 030824 File name: STAR_D12-1_v1.doc Version: V1


© Copyright 2006 STAR (Secure ATM CDMA Software Defined Radio)

Document History (STAR Heading 1)

Version Issue Date Content and changes

0.0 8 June 2007 Draft

1 11 July 2007 Wording modification

Document Authors (STAR Heading 1)

Partners Contributors

Partner 1 THALES Communications

Partner 2

Document Approvers (STAR Heading 1)

Partners Approvers

Partner 1

Partner 2

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Date: 11 July 2007




TABLE OF CONTENTS

GLOSSARY AND ACRONYMS 5

1 PURPOSE 6

2 INTRODUCTION 6

2.1 ATM SATURATION 6

2.2 COOPERATIVE ATM 7

2.3 SECURITY IMPROVEMENT 8

3 ATM LINK BACKGROUND 8

3.1 TECHNOLOGIES 8

3.2 ATM/ATC RADIO BACKGROUND 9

3.3 W-CDMA AIRCRAFT COMMUNICATION BACKGROUND : 9

4 UMTS 9

4.1 UMTS STANDARD EVOLUTION 10

4.2 UMTS SECURITY ADVANTAGE 11

4.3 AVAILABILITY AND CAPACITY IN UMTS 11

4.4 UMTS QOS 12

5 SDR 12

5.1 BACKGROUND 13

5.2 THE VARIOUS DEFINITIONS OF SOFTWARE RADIO 13

5.3 THE STAR SDR 14

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6 UMTS-DME COMPATIBILITY 15

6.1 DME SIGNALS 15

6.2 UMTS SUSCEPTIBILITY TO DME 16

7 VALIDATION AND TESTS 16

8 DISSEMINATION AND STANDARDISATION 16

8.1 ADDRESSING THE RIGHT INSTANCE 17

8.2 DISSEMINATION 18

8.3 STANDARDIZATION 19

8.4 DISSEMINATING KNOWLEDGE INTO THE SCIENTIFIC AND ENGINEERING COMMUNITY 20

8.5 WEB SITE 21

9 PROJECT STRUCTURE 21

9.1 PHASED APPROACH 21

9.2 SYSTEM REQUIREMENTS & SPECIFICATION PHASE 22

9.3 DESIGN PHASE 22

9.4 INTEGRATION PHASE 22

9.5 TEST & TRIALS PHASE 22

9.6 PROJECT MANAGEMENT AND DISSEMINATION 22

10 THE STAR CONSORTIUM 23

11 BIBLIOGRAPHY AND REFERENCES 25

12 COPYRIGHT 26

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GLOSSARY AND ACRONYMS

3G Third Generation AD(C) Analog to Digital (converter) ASIC Application Specific Integrated Circuit BPSK Binary Phase Shift Keying CDMA Code Division Multiple Access CORBA Common Object Request Broker Architecture SDR Software Defined Radio

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1 PURPOSE

This paper will reflect the project objectives, the STAR system concept, the project structure and expected results.

It is aimed at being the basis for a future technical paper.

2 Introduction

The next generation ATM system will have to address the following critical points of the communication solutions currently deployed:

• Security in order to improve safety of air traffic;

• Capacity increase and latency improvement;

• Availability and reach of service;

• Reliability of the overall ATM system

• Migration from the legacy systems

2.1 ATM saturation

ATM (Air Traffic Management) systems will run short of communication capacity between 2010 and 2015 depending on the considered geographical area (e.g. north-west of France which is a dense air traffic area will be among the first ATC saturated ones).

Depending on the forecast scenarios, it appears that current and planned analogue and even digital VHF systems (VDL mode 2, 3 or 4) will only support capacity growth until 2015 at most in Europe, before being saturated. It is to be feared that ATC problems could arise earlier (from 2010 on) in high-density traffic areas creating severe traffic congestion and increasing safety risks.

The saturation of the ATM/ATC frequency bands is a well-identified problem that will arise firstly in Europe and then in the USA. There is a short-term solution for USA, which consists in adopting the 8.33 kHz spacing. This solution will not solve the problem in Europe.

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2.2 Cooperative ATM

At the same time, a paradigm change in the way air traffic services are provided is required. Research shall integrate collaborative decision making in a co-operative air and ground Air Traffic Management (ATM) end to end concept, validating through live trials in a complete ATM and Airport environment, whilst encouraging innovative research in order to provide a more efficient Air Transport system. This takes into account the Single European Sky and EUROCONTROL’s ATM2000+ strategy, as endorsed by the ECAC Ministers.

1. Improve today’s safety levels taking into account projected traffic levels, by providing better information to both the pilot and the controller on surrounding traffic;

2. Increase system capacity to safely handle three times more air movements by 2020 through an increased planning capability, coupled with a progressive distribution of tasks and responsibilities between the aircraft and the ground for separation to satisfy projected traffic growth;

3. Improve system efficiency with a view to achieve an average maximum delay of one minute per flight;

4. Maximise airport operating capacity in all weather conditions to support increasing traffic demand through improved systems to aid the controller and pilot.

The proposed research combines human factors, safety and airport efficiency with harmonised (air & ground) validation methodologies providing for “implementation” decision-making, standardisation and regulatory frameworks, supported by business cases and safety assessments.

The cooperative ATM paradigm regroups several concepts and technologies to :

• optimise task distribution between aircraft and ground with a medium term perspective, including airborne separation assurance system applications;

• reduce uncertainty in the air traffic management system;

• integrate air traffic flow management, airports, air traffic control centers, aircraft and airline operating centers in a strategic and dynamic layered planning system, based on 4D-trajectory

• improve exchange of information in order to define and use collaborative decision making principles associated with system performance requirements, based on communication infrastructure and system wide information management

• define migration strategies for the implementation of new co-operative air traffic management including technical and socio-economic aspects.

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2.3 Security improvement

Secure communications is one of the main concerns and interest in aviation. Current VHF air traffic voice communications are AM modulated and not encrypted. Due to the selected modulation type, these signals can be easily jammed (narrow band signal) or intercepted (low tech receivers). This weakness can represent a real danger for aviation safety in today world and could be improved by having a secure ATM communication scheme.

Safety is provided by the security of the communication system and the availability brought by the high capacity provided.

3 ATM link Background

Obviously the aircraft needs a radio mean to exchange information with the rest of the network.

3.1 Technologies

At European level, ICAO in the ACP workgroup has initiated an analysis and first selection of potential radio links solutions.

At higher level, some discussion have started between FAA/NASA and EUROCONTROL in order to harmonize the solutions worldwide and to extend the debate to all phases of the flight (En route, Airport, Take off and landing..). A shortlist of candidate technologies has been produced and studies of their pro and cons were started.

These technologies are split in four parts :

• Evolution of existing aeronautical systems or concepts (xDL y, ETDMA)

• New terrestrial systems (B-VHF, UMTS, P34)

• Satellite systems (INMARSAT SwiftBroadband, New(s) satellite system(s)

• Airport/surface systems (802.16 WiMax)

For each technology, a frequency band has been pre-selected:

• L band for new terrestrial systems including ETDMA and xDL4 if applicable

• C band for Airport/surface systems

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3.2 ATM/ATC radio background

THALES Communications which is one of the STAR partners is manufacturing ATC airborne radio equipments for many years and is well aware of all constraints such kind of equipment has to stand.

3.3 W-CDMA aircraft Communication background :

In previous years, one of the STAR partners, AGILENT, developed a baseband platform that has been used in early avionics communication trials, in collaboration with EUROCONTROL.

The IS95 and UMTS tests were conducted at two different frequency bands : C-band and VHF.

• C-band full-duplex communications at 3.84 Mchips/s in 5 MHz bandwidth;

• VHF-band full-duplex communications at 1.2288 Mchips/s in 1.25 MHz bandwidth.

These tests where basically point-to-point link setups, they allowed to test the feasibility of the W-CDMA waveform for high data rate air/ground links, under various load conditions. Thanks to these tests, preliminary conclusions could be drawn about the feasibility of the concept. In the C-band trials, data rates investigated were varying between 9.6 kbits/s and 320 kbits/s (full duplex mode). Several cell load tests had been performed. Very few frame errors were being generated when the cell was 50% loaded compared to frame error measurement reference flights (without interference). Therefore it was possible to conclude at that time that an air/ground communications scheme based on FDD was an excellent candidate for the future support of safety-of-life services.

4 UMTS

The UMTS 3GPP Wideband CDMA standard has been identified officially as a candidate which is supported and promoted by EUROCONTROL for the future ATC radio system by the Working Group C of the Aeronautical Communications Panel belonging to ICAO (http://www.icao.int/ANB/PANELS/ACP). Any proposed solution to ATC/ATM radio saturation issue has to belong to this first European selection done by ICAO.

One of the reasons for the choice of UMTS is the availability of many components and software protocol stacks. The definition of the stack dealing with OSI layers in UMTS standardisation has been a huge expense for Europe in the passed years (evaluated to 50000 man years and 6 billion Euro by EUROCONTROL in ICAO/ACP document).

The reuse & optimisation of these developments in another application (ATM) is of great value.

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By utilizing a wideband communications system based on the W-CDMA scheme, we will take advantage of:

• The existing standard, easing the acceptance of the wideband system in an aeronautics standard

• The inherent security of the wideband third generation (3GPP) cellular based system

• The optimum capacity, and the flexibility for assigning this capacity

as discussed below.

4.1 UMTS standard evolution

Except for some characteristics of the physical layer especially frequency band, cell size, and Doppler effects, the protocol will - to a vast extent and as much as possible - be based on the 3GPP specifications. We will identify and investigate deviations from the 3GPP documents throughout the STAR project and propose possible additions or modifications to these standards by means of a delta document. The almost complete compliance to an already existing standard should have a positive impact on the acceptance of the final specification by ICAO.

For the wideband communications ground infrastructure of the STAR system it is planned to modify the 3G UMTS/FDD base stations hardware as a basis. In order to support differing system requirements (compared to the terrestrial situation) such as VHF and L frequency bands, very large cells and high mobility of the UE, enhancements especially in the base station (Node B) are required.

Enhancements for the baseband signal processing (modem) are required to deal with the Doppler shift compensation and the random access acquisition process due to the much higher velocity of the mobile (about 1000 km/h) as well as the large cell size as compared with standard UMTS networks. All these parameters are by far exceeding the capabilities of current standard terrestrial UMTS applications.

What we propose within the STAR project is to adapt the UMTS standard to air transmission constraints based on the user requirements defined by EUROCONTROL and FAA (CoCR), Air traffic Service providers (DFS, NATS) and pilots (NLR). The modifications will be voluntarily strictly limited to what is just necessary to this aim: there is no intention to diverge too far from the 3GPP/UMTS state of the art, in order to stay as close as possible to the UMTS standard and to facilitate the dissemination of the modifications in standardisation bodies. This will result in an accelerated acceptance of the STAR system specifications.

Con formato: Numeración yviñetas

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4.2 UMTS security advantage

The inherent security of the wideband CDMA scheme is related to the embedded coding (code assignment) coming from the modulation technology. Furthermore, data encryption will be provided to the applications improving the security level. The existing 3GPP UMTS specifications introduce a well-defined security architecture, which will be used by the proposed system. The UMTS security architecture addresses in particular:

• Privacy, i.e. ensuring that only authorised parties can read the data. All UMTS ciphering codes use a key length of 128 bits, which is considered as unbreakable by brute force at the time of writing. Confidentiality protection may be applied to both data and signaling messages. Particular anti-replay measures ensure that messages cannot be captured and re-used later on by a potential intruder.

• Authentication, i.e. the identity of the message originator can be proven. UMTS provides for mutual authentication of both the mobile / airborne equipment and the ground network. Not only can the network authorise the mobile, the mobile can validate that the network is authorised, i.e. that it is not a fake base-station's cell the mobile is camping on (Reliability).

• Data integrity, which means that data cannot be altered without detection. The mobile / airborne equipment is capable of verifying whether incoming messages have been sent by trusted originators and have not been altered meanwhile. Measures are available to the UMTS ground network to detect a possible intruder, a "man in the middle" (Reliability).

• Non-repudiation, i.e. it can undeniably be proven that a message was sent.

4.3 Availability and capacity in UMTS

Availability of the communication system is brought by the high capacity provided.

Currently, data link communications between ATC and the aircraft are very limited, but will grow rapidly with the deployment of VHF-datalink mode 2 (VDL2). All future data link applications together will require a very high bandwidth, which cannot be provided with the current day VDL2 (31.5 kbps) network or the satcom network. A higher bandwidth data link network it therefore required to support these high network demands.

The availability of the system will be tackled by the cellular approach of UMTS and the avoidance of having one central point responsible for covering whole Europe.

The project will also include a detailed study on capacity increase and comparison with at least legacy VHF solutions and possibly with other solutions if their results are open and available.

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The overall system capacity of a Wideband CDMA system has not been assessed in detail yet in an avionics case. Several studies for terrestrial mobile communication show great improvement. This is one of the main reasons of it’s selection for the third generation cellular networks.

In order to answer the avionics case capacity questions, an analysis of the overall capacity of the system using W-CDMA (Wideband-CDMA) will be performed in the context of the STAR project. Based on the different parameters and possible deployment scenarios, an answer to the question of e.g. the maximum quantity of aircraft per cell (cell load) will be given.

ATM is the main focus of the STAR project. However it is expected that the STAR system will deploy enough capacity allowing (if regulatory and certification bodies approve it) the transfer of other type of communications such as AOC. This solution would dramatically reduce the transmission cost as faced by the airlines.

4.4 UMTS QoS

The UMTS protocol is able to handle in real time both voice and data services with a high and defined Quality of Service (QoS = availability, capacity/high rate, security, robustness/low error rate,..). It is able of the highest capacity ever achieved in cellular networks and has all the flexibility needed for assigning this capacity.

This kind of performances is unknown today in ATM/ATC radio transmission. W-CDMA is able to provide a wide variety of services, from traditional speech services to high data rate services. Therefore the number of simultaneous speech and data connections that can be established will be evaluated.

5 SDR

The transition from legacy systems (Migration) will be eased by the insertion of a SDR capable avionics radio limiting the impact of yet another system to be rolled out in aircrafts. For the avionics equipment, a Software Defined Radio (SDR) conceptual approach (including both for radio and modem parts) is developed in the frame of the STAR project. An analysis of the existing (legacy) standards requirements and the future potential standards (such as Wideband or Satcom based) will be performed leading to a global SDR architecture for the avionics equipment. The Software Defined Radio (SDR) concept is an innovative technological breakthrough that will for the first time allow to provide backward compatibility with legacy systems but also forward compatibility with future ones.

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5.1 Background

The trend in communications over the last 30 years has been to try to replace all analog circuitry by digital processing.

This is due to several reasons, mainly :

• Diversity of source signals (audio, video, data -real time or not)

• Reproducibility of digital hardware as compared with analog

• Apparition of fast real time processors

• Miniaturization of equipments

• New digital waveforms

Anyway, with the time some drawbacks have appeared showing that all data are not alike even if at physical layer they all look the same.

For example, some data (voice) can stand a BER of 10-3 (1 wrong bit among 1000) without much trouble to the listener, but must be transmitted sequentially and with delays that don’t exceed a few hundreds of ms, while digital file transfer does not support any error but files can be transferred in seconds in general and can be sorted if the transmission of the file parts is not sequential. The notion of Quality of Service (QoS) dealing with BER, latency, ordering of data,… thus became important, and a differentiation of burst of data circulating in the transmission networks became necessary based on the type of data transmitted (voice, image, computer files) associated with some other priority criteria.

5.2 The various definitions of software radio

A true software radio must implement “analog at the front end, digital in the middle, user interfaces at the back end and software interfaces throughout” (J.MITOLA [I] p62).

All software controlled radio is not necessary a SDR. The total programmability at all OSI layer levels including MAC (channel access) and PHY layer (MODEM, CODEC, RF) is the differentiating feature that makes a radio SDR or not, even if the first documents on SDR “did not address the wideband antennas and RF needed to effectively implement practical devices” (J.MITOLA [I] p69) due to the complexity involved.

There are also, even among software radios, several levels of “perfection”:

• First the ideal software radio (SWR according to J.MITOLA [I] notation). In that ideal case the covered bandwidth are huge and the digitization is close to the antenna. Unfortunately this ideal solution leads quickly to impracticable implementations requesting unfeasible converters and massive power

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consumption due to computational burden and speed without speaking of the required linearity.

• The SDR (Software Defined Radio) properly speaking is a compromise of the ideal case maximising some features like overall processed bandwidth, number of accepted waveforms, flexibility, programmability…

• The PDR (Programmable Digital Radio) is implementing in base-band or in IF some features of the SDR. It is software built, but addresses one kind of band and modulation. Base-Band operations and link layer protocols are implemented in software.

• The “Velcro” Radio (J.MITOLA [II] p X) is just a patchwork of several chipsets in the same radio equipment which allows to be connected with several operators networks (typical example : a GSM handset that has different chipsets, one for each service : GSM+DCS+PCS or GSM plus IS95).

• Out of the scope of this paper is the ultimate Cognitive Radio (multiband, multimode communication system) where features at application level allows the reconfiguration of the overall radio in order to always use the best network to connect with (according to some criteria like QoS or cost of the communication or …). SDR can be a brick in the construction of a cognitive radio.

5.3 The STAR SDR

In order to prove the SDR concept within the frame of STAR project, this concept will be implemented on two very different waveforms :

• WCDMA, UMTS stack based, transmitting at L band (new mode)

• VHF legacy audio transmission (SDR to legacy)

STAR is aiming at proving the advantages of a SDR concept (including RF + modem) for avionics ATM purposes regarding:

1. Modulations (legacy analogue voice and digital wideband 3GPP)

2. Frequencies (at VHF for voice and at L band for Wideband CDMA) showing the backward compatibility of this concept with legacy and forward compatibility with other standards.

The SDR approach can be further detailed into two sections: the base-band and the RF/IF section.

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• A common baseband platform can accommodate the modulation/demodulation for different formats (legacy & future) by being reprogrammed. The concept works as long as the provisions for the largest processing requirement have been taken into account.

• The same SDR approach will be taken for the RF/IF section of the radio. The STAR avionics section will be able to cope with different frequency bands through RF/IF reconfigurability. These technologies have been already applied successfully to military equipments.

The inherent flexibility of the RF + modem Software Defined Radio solution selected for STAR allows to be largely independent of the modulation scheme and selected radio frequency band and so fits with the two frequency bands (L band and VHF) proposed for the implementation with provision for SATCOM link extension through SDR reconfigurability.

The STAR project is focusing on the flexible and reconfigurable avionics SDR in order to design and validate a secure and high capacity versatile radio link able to transmit with a high, controlled and defined Quality of Service (QoS = availability, high rate, low error rate, security, robustness, etc...) the information that ATM control requires. The selected UMTS protocol is able to handle in real time both voice and data services and includes all the flexibility needed for assigning his capacity with a defined performance level unknown today in this kind of applications.

Clearly, the reuse of the proven UMTS standard with all the advantages (availability, high rate, security, scalability, QoS, robustness, etc…) of the advanced features it implements (spreading, encoding, ciphering, authentication, encryption, etc…) associated with the flexibility and reconfigurability at RF and modem levels that the SDR concept provides is an innovative technological breakthrough.

6 UMTS-DME compatibility

Due to the recent change in the proposed RF transmission frequency, shifting from C band (around 5GHz) to L band (around 1 GHz), it was felt necessary to check, at least partially, the compatibility between the navigation DME signals implemented within the 960-1215 MHz L band and the UMTS ATM/ATC signals.

6.1 DME signals The DME pulses are sharing the L band with WCDMA signals. The DME signal characteristics are :

• Power : up to 500 W (57 dBm) • Bandwidth : 100 kHz • Frequency step : 1 MHz • Pulse duration : 3.5 µs • Pairs of pulses separated by 12µs (X) or 36 µs (Y)

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The recurrence of the pairs of pulses is between 2 Hz (400 ms) and 7 Hz (150 ms). These values fit with the current values implemented in recent DME equipments.

6.2 UMTS susceptibility to DME

At first, the capacity of UMTS to stand the in band DME signals (several 100W-up to 700W, 1MHz bandwidth pulsed signals) was thought to be the most important issue : the L band choice was at stake, for, if UMTS signals can not stand this interferer, the WCDMA system will not work and the STAR frequency must be changed. This motivated some complementary tests to check the survivability of UMTS with such an interfering signal in band.

The UMTS was felt as the best possible modulation candidate to co-exist with DME due to it’s inherent ability to stand jammers brought by it’s spreading nature and the high quality of the embedded error correcting codes, even if the price to pay might possibly be a slight reduction in capacity.

The susceptibility of DME to UMTS signal was felt less critical due to the low UMTS radiated power (1/4W spread over 5 MHz bandwidth), but since that time the necessity to check the susceptibility of DME to UMTS jamming came up in order to make sure that the DME signal are indemn.

Some preliminary tests have been performed by Agilent, DFS and NLR during the beginning of 2007 using an available DME equipment and an UMTS modem.

These tests are aimed at giving the RF levels at which both systems are working simultaneously in order to define the parameters of possible cellular networks implementations (DME plus UMTS) sharing the same 960-1215 MHz band, if achievable. This cellular network implementation definition is anyway beyond the scope of the STAR program.

7 Validation and tests

The validation of the ATM SDR concept will be done:

• In lab trials emulating the complete system (airborne and ground equipment), using channel simulators, traffic load generation and jamming, at VHF for legacy analogue voice and at L band for CDMA waveforms

• Through flight trials in order to confirm the lab tests results, at VHF for legacy analogue voice and at L band for CDMA waveforms.

8 Dissemination and standardisation

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The achieved results will be shared with the relevant stakeholders, and the UMTS standard modifications needed to cope with ATM/ATC transmission will be made available at standardisation group level in order to facilitate the capacity of other European companies to implement it.

The public deliverables will be made available on the STAR website :

http://www.ist-star.eu

8.1 Addressing the right organization

• Promotion of the technical concept in various instances dealing with Air Traffic Management

For that purpose, the participation to meetings will allow to explain, through presentations, all the capacity and security advantages of this system. Technical papers will also be proposed to ATM/ATC magazines in order to promote the wideband communication system.

• Preparation work for standardisation activities

In order to be able to provide the right information to the competent bodies, a Standardisation Group Identification (Overview of responsible standardisation bodies and

Deliverable WP Deliverable title Disseminationlevel

D0-3 WP0 Leaflet PUD1-1 WP1 Traffic Classes Definition and Specification PUD1-2 WP1 Security Requirements Specifications PUD1-3 WP1 Legacy Systems Requirements PUD2-1R1 WP2 Wideband Air Interface Requirement Definition (Release 1) PUD5-3 WP5 Flight Trials Test Plan PUD2-1R2 WP2 Wideband Air Interface Requirement Definition (Release 2) PUD2-2 WP2 Frequency Band Allocation Report PUD11-1 WP11 Standardisation Group Identification PUD12-1 WP12 STAR objectives and dissemination plan PUD4-2 WP4 Capacity Evaluation Results PUD0-11 WP0 Publishable final activity report PUD9-1 WP9 Laboratory tests results PUD10-1 WP10 Acquired and post-processed air flight tests results PUD11-2 WP11 Study results abstracts for presentation to standardisation bodies PUD12-2 WP12 Dissemination Report PU

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their role in the ATM environment) will be performed. The results will be summarised in the deliverable D11-1

Once the appropriate bodies have been identified, they will be contacted to organise the presentation of on going study results to the responsible working groups (e.g. WG-C of ICAO ACP). Presentations of the final study results will be also given.

8.2 Dissemination

Dissemination of the different results achieved in the STAR project will be done towards the major stakeholders through conference presentations. This will ensure that from an early stage on, the key persons are aware and support the implementation of a wideband ATC communications system.

The dissemination of the scope and results of the STAR project will be directed towards different kind of organizations, namely:

Regulatory bodies:

The aim is to go towards a standardisation of the concept developed in the STAR program. Therefore the STAR consortium will inform ICAO regulatory bodies such as ACP.

Aircraft manufacturers:

For the aircraft manufacturers, the definition of new avionics equipment is done through standardisation bodies like ARINC. The standardisation takes care of all the interfaces (ARINC 600: mechanical, electrical…) in order to allow easy installation of the equipment in an aircraft. The process is to propose a new system for standardisation. If enough airlines companies and equipment manufacturers are interested, the standardisation activity can start. Main advantage is that part of the standardization activities of the air interface will already be performed in 3GPP.

Civil aviation companies and Airline Electronic Engineering Committee

For airlines, the definition of new avionics equipment is done through standardisation bodies such as ARINC. The standardisation process takes care of all the interfaces in order to allow easy installation of the equipment in an aircraft. These activities will be eased by the existence of the 3GPP standard and the STAR delta document.

When procuring an aircraft, the Airline Companies can select some of their equipment. It is necessary to provide them with enough information on the wideband CDMA system developed in the STAR program for them to be aware of its performance. Furthermore, the SDR advantage will be clearly explained in order to help the acceptance of new equipment in the aircraft. Avionics reviews (Aviation Week, Air & cosmos, Flight Magazine…) will be contacted in order to write technical papers describing the technical achievements of the STAR program. The technical content will depend on the technical level of the publication.

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ANSP – activities happening trough DFS and NATS

Because the ground infrastructure may be directly related to the ATCOs, these organisations will be informed through presentations in EUROCONTROL’s COM-T meetings.

Air Traffic Service Providers

Introduction of new technology in aeronautics very often is confronted with the ‘chicken and egg problem’: avionics on civil aircraft enabling new services by using new technology only makes sense when the entire aeronautical community adopts it as the new standard. ATSP’s can be the entity capable to break through this problem and stimulate transfer to new standards by defining new applicable standards or regulations and aircraft requirements for civil aviation. Examples are SSR Mode-S use and required compliance to ‘Reduced Vertical Separation Minima’ in upper airspace. Therefore, demonstrating the benefits of wide band communications to ATSP’s may be an important or even decisive step to introduce this promising technology as the future data link standard for ATM applications.

STAR will send contribution to major relevant conferences such as ATM in Maastricht in order to create the necessary visibility of the proposed solution with the main goal of being selected as the next generation ATM communication system.

8.3 Standardization

The standardisation actions within the STAR project will be done towards different kind of organizations and regulatory bodies.

The aim is to go towards a standardization of the concept developed in the STAR program. This standardisation activity must encompass several technical areas and has two objectives:

The system must be promoted in various instances dealing with Air Traffic Management. For that purpose, the participation to meetings such as the ATC conference organized annually in Maastricht (The Netherlands) will allow to explain, through presentations, all the capacity and security advantages of this system. Technical papers will also be proposed to ATM/ATC magazines in order to promote the wideband communication system.

Getting frequency bandwidth from regulatory bodies in order to be able to implement the system in real scale. This can only be done during a World Radio Conference. WRC 2007 will occur at the end of this program and will probably deal with allocation of new frequency bands to air traffic management. From this regulatory point of view, the STAR project intends to prepare the necessary input for the EUROCONTROL spectrum management group and ETSI in order for the wideband communication system to have a favourable outcome from the WRC2007.

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In order to become an ICAO standard appropriate actions have to be taken to introduce the system concept and prepare the standardisation process in the according ICAO bodies (e.g. ACP). In a first step results of the study work will be presented to relevant ICAO working groups like WG-C of the ACP. Similar activities have to be started towards ETSI, as ETSI will provide the reference standards for the future in Europe in the context of SES.

8.4 Disseminating knowledge into the scientific and engineering community

Several magazines and proceedings have been identified as potential candidates for STAR publications in the scientific and engineering community:

• IEE proceedings or reviews

• IEEE Journals and Transactions

• IEEE Spectrum

• IEEE Aerospace and Electronic Systems Magazine

• IEEE Transactions on Aerospace and Electronic

• Conferences

• Website and Press releases…

The Institute of Electrical and Electronics Engineers, most popularly known as the IEEE, is a leading authority in technical areas ranging from computer engineering, biomedical technology and telecommunications, to electric power, aerospace and consumer electronics, among others.

Through its more than 360,000 individual members in approximately 175 countries, IEEE produces 30 percent of the world’s published literature in electrical engineering, computers and control technology, holds annually more than 300 major conferences and has nearly 900 active standards with 700 under development.

In relation to aerospace technologies, the IEEE organizes several international conferences, where the developments achieved in the context of STAR could be presented:

• The IEEE Aerospace Conference promotes the development of interdisciplinary understanding of aerospace systems, their underlying science and technology, and their applications to government and commercial agents. It is held annually, and devotes most of the sessions to Aerospace technologies and applications.

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• The IEEE Vehicular Technology Conference is held twice every year, and usually dedicates special sessions to advances in land and airborne mobile services, including other general sessions such as CDMA.

• The Personal, Indoor, Mobile Radio Communications symposium is supported by the prestigious IEEE Communications Society; it is held annually, and devotes sessions to air-to-ground mobile communications and planning issues (capacity evaluation, quality of service analysis, etc.) for cellular systems.

8.5 Web site

An Internet web site has been developed and is maintained in order to guarantee an updated information availability. The project scope, description and achievements will be clearly mentioned in order to allow the non-project community to follow the STAR progress. The project website will be referenced by the partners, the European Commission (Cordis) as well as other organisations (e.g. standardisation committees) supporting the developed of the system.

The STAR website allows any interested people to access directly the information generated by the project. Technical papers, progress reports and tutorials will be published and the website will be updated continuously. This website will continue to be completed and updated beyond the funding period to guarantee the long-term sustainability of STAR activities. Technical papers presented in conferences and journals, and contributions to standards will be published on the web.

The web site address is :

http://www.ist-star.eu

9 Project structure

9.1 Phased approach

In order to achieve the project objectives, the STAR project implementation as been split into 4 main technical phases:

1. System Requirements & Specification

2. Design

3. Integration

4. Test & Trials


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Finally, Dissemination/Managing activities are included in the project covering the complete project duration.

9.2 System Requirements & Specification phase

The purpose of this first phase is to identify the requirements and to specify the complete Wideband CDMA based system, as it would be developed for the next ATM system. This mean that based on the user requirements, the complete communication part of the ATM will be specified.

9.3 Design phase

Based on the complete Wideband CDMA specification performed in the previous phase, a selection of test and trials scenario will be defined. This selection will be made in order to define relevant scenarios that have to be tested and validated in order to gain acceptance of the Wideband CDMA system as ATM system in the relevant bodies.

In this phase, the design of the critical sub-elements (avionics and ground) will be performed. The design will be a reflection of the user requirements as developed in the system requirement & specification phase and the trials and test bed specification.

9.4 Integration phase

Once the design of the different sub-elements has been performed (e.g. ground infrastructure: Node B, RNC, CN; avionics: RF, baseband, OS, PS) it is necessary to integrate the different element into one working system. This phase will be finished once the complete STAR system is working as a whole.

9.5 Test & Trials phase

After the integration phase, the different validation and trials can be performed. A first step will be to perform all validation and measurement in a lab environment. Lab environment advantage is to be a controlled environment limiting the degree of unknown and measurement uncertainty. After the completion of the lab trials, a flight trial phase will allow to validate the Lab trials results.

9.6 Project Management and dissemination

The project management activities will ensure that the work plan is implemented as foreseen.






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The dissemination will allow visibility of the results towards the rest of the world including regulatory bodies. These activities will improve the STAR project impact on the European society.

10 The STAR consortium

The STAR consortium, led by THALES Communications is composed of:

• Three large companies (AGILENT, ERICSSON, THALES Communications)

• Three SME (IMST, Green Hills, ERCOM)

• One university and one R&D lab (Universidad Politecnica de Madrid and NLR)

• Two national service providers (DFS and NATS)

• An associated partner being Thales ATM

• Even if it does not belong to the consortium, EUROCONTROL which support this ATM/ATC solution at ICAO is invited to attend all the STAR meetings.

All partners have specific complimentary skills making the consortium a complete system provider.

All actors connected to the STAR system define the user requirements. EUROCONTROLS helps us to define the orientation and steering of the project, giving access to the right and useful documentation. DFS and NATS as air traffic service providers are mainly interested in the ground equipment. NLR brings the pilot interests on the overall QoS performance (voice quality, need of party line). THALES ATM is mainly interested in the Avionics equipment and the SDR strategy. Thales ATM as associated partner provides it’s ATM experience and knowledge and reviews the STAR outcomes.

At the application layer, collaboration between NLR and UPM enables STAR to run representative ATM scenario trough the connection of NLR ATM datalink service. UPM further works on the capacity evaluation of the complete STAR system. These activities are present at both side of the system (Ground / Avionics).

At the ground infrastructure, ERICSSON is adapting the CN, RNC and Node B in order to meet the avionics specific requirements while helping network dimensioning.

At the avionics equipment side, with regard to physical layer of the avionics SDR equipment, THALES focuses on the RF section and AGILENT on the baseband modem section. The real time operating system (RTOS) offering the connectivity between the physical layer and the protocol stack is tackled by GREEN HILLS. The UMTS protocol stack will be handled by IMST.

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Transparent to the complete system, ERCOM takes care of the security (encryption / ciphering) aspects, providing recommendation for further improvement.

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11 BIBLIOGRAPHY AND REFERENCES

• J.MITOLA [I] : Software Radio Architecture: Object-Oriented Approaches to Wireless Systems Engineering

Hardcover: 543 pages

Publisher: Wiley-Interscience; 1st edition (January 15, 2000)

• J.MITOLA [II] : Software Radio Technologies: Selected Readings

Hardcover: 496 pages

Publisher: Wiley-IEEE Press; 1 edition (May 11, 2001)

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12 Copyright “Copyright and Reprint Permissions. You may freely reproduce all or part of this paper for non-commercial purposes, provided that the following conditions are fulfilled: (i) to cite the authors, as the copyright owners (ii) to cite the STAR Project and mention that the European Commission co-finances it, by means of including this statement “STAR. IST STREP No 030824. Funded by EC”, (iii) not to alter the information.” and (iv) prior written consent of the authors”.

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