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EUROCAE DOCUMENT (ED) (MINIMUM AVIATION SYSTEM PERFORMANCE STANDARDS (MASPS)

AeroMACS)

This document is the exclusive intellectual and commercial property of EUROCAE.

It is presently commercialised by EUROCAE.

This electronic copy is delivered to your company/organisation for internal use exclusively.

In no case it may be re-sold, or hired, lent or exchanged outside your company.

ED-xxx

[Month Year]

Supersedes ED-xxx

The European Organisation for Civil Aviation Equipment

L’Organisation Européenne pour l’Equipement de l’Aviation Civile

© EUROCAE, 20XX

EUROCAE DOCUMENT (ED) (MINIMUM AVIATION SYSTEM PERFORMANCE STANDARDS (MASPS)

AeroMACS)

This document is the exclusive intellectual and commercial property of EUROCAE.

It is presently commercialised by EUROCAE.

This electronic copy is delivered to your company/organisation for internal use exclusively.

In no case it may be re-sold, or hired, lent or exchanged outside your company.

ED-xxx

[Month Year]

Supersedes ED-xxx

© EUROCAE, 20XX

i

FOREWORD

1. This document was prepared jointly by EUROCAE Working Group XX “WG title”

© EUROCAE, 20XX

ii

TABLE OF CONTENTS

EUROCAE DOCUMENT (ED) (MINIMUM AVIATION SYSTEM PERFORMANCE STANDARDS (MASPS) AEROMACS) ..................................................................................... 1

EUROCAE DOCUMENT (ED) (MINIMUM AVIATION SYSTEM PERFORMANCE STANDARDS (MASPS) AEROMACS) ..................................................................................... 2

FOREWORD I

LIST OF FIGURES..................................................................................................................... V

LIST OF TABLES .................................................................................................................... VII

CHAPTER 1 INTRODUCTION ........................................................................................... 11

1.1 PURPOSE AND SCOPE ....................................................................... 11

1.2 RELATIONSHIPS TO OTHER DOCUMENTS ......................................... 12

1.3 DESCRIPTION OF THIS DOCUMENT .................................................... 12

1.3.1 DOCUMENT CONVENTIONS ................................................................ 12

1.3.2 DEFINITIONS ....................................................................................... 12

1.4 REFERENCES ..................................................................................... 16

CHAPTER 2 AEROMACS NETWORK ARCHITECTURE ................................................ 20

2.1 NETWORK REFERENCE MODEL ................................................................. 20

2.1.1 OVERVIEW ............................................................................................. 20

2.1.2 REFERENCE POINTS ................................................................................ 21

2.1.3 ASN REFERENCE MODEL ......................................................................... 22

2.1.4 ASN REFERENCE POINTS ........................................................................ 23

2.1.5 CSN REFERENCE MODEL ......................................................................... 24

2.1.6 AEROMACS ASN PROFILE ...................................................................... 24

2.2 FUNCTIONAL REQUIREMENTS .................................................................... 27

2.2.1 ACCESS SERVICE NETWORK (ASN) REQUIREMENTS ..................................... 27

2.2.2 CORE SERVICE NETWORK (CSN) REQUIREMENTS ........................................ 27

2.2.3 SERVICE PROVISION REQUIREMENTS ......................................................... 28

2.3 FUNCTIONAL ARCHITECTURE ..................................................................... 29

2.3.1 BUSINESS ENTITIES (NAP, V-NSP, H-NSP) ................................................ 29

2.3.2 NETWORK ENTITIES ................................................................................. 31

2.3.3 ADDRESSING CONCEPT ............................................................................ 37

2.3.4 NETWORK ENTRY AND NAP/NSP SELECTION ............................................... 37

2.4 AIRPORT NETWORK INFRASTRUCTURE ........................................................ 40

2.4.1 BARAJAS AIRPORT NETWORK TOPOLOGY ..................................................... 40

2.5 DEPLOYMENT MODELS ............................................................................. 44

2.5.1 NSP & NAP DEPLOYMENT MODELS ............................................................ 44

2.5.2 ROAMING SCENARIOS .............................................................................. 47

2.6 AEROMACS AIRBORNE ARCHITECTURE .................................................... 50

2.6.1 FOREWORD ON OVERALL AIRCRAFT SYSTEMS ORGANISATION ......................... 50

2.6.2 ASSUMPTIONS REGARDING THE INITIAL IMPLEMENTATION OF AIRBORNE AEROMACS SYSTEMS: ............................................................................ 51

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2.6.3 SCENARIO 1-A – “NEAR TERM INITIAL INSTALLATION OF THE AEROMACS MS IN THE AISD DOMAINS”: ............................................................................... 51

2.6.4 SCENARIO 2-A – “MEDIUM TERM INITIAL INSTALLATION OF THE AEROMACS MS IN THE ACD DOMAIN”: .................................................................................. 53

2.6.5 SCENARIO 2-B – “MEDIUM TERM INSTALLATION OF THE AEROMACS MS IN BOTH THE ACD AND AISD DOMAINS” .................................................................. 54

2.6.6 SCENARIO 3-A – “LONGER TERM INSTALLATION OF THE AEROMACS MS IN THE ACD DOMAIN” ......................................................................................... 55

2.6.7 SCENARIO 3-B – “LONGER TERM INSTALLATION OF THE AEROMACS MS IN BOTH THE ACD AND AISD DOMAINS” .................................................................. 56

CHAPTER 3 APPLICATIONS ............................................................................................ 59

3.1 OPERATIONAL CONCEPT .......................................................................... 59

3.2 SERVICE INSTANTIATION ........................................................................... 65

CHAPTER 4 AEROMACS OPERATIONAL REQUIREMENTS ....................................... 67

4.1 OPERATING ALTITUDE ............................................................................. 67

4.2 COVERAGE ............................................................................................ 67

4.3 ATS, AOC AND AIRPORT AUTHORITY SUPPORT .......................................... 67

4.4 REGISTRATION PROCEDURE ...................................................................... 67

4.5 MOBILITY AND HANDOVER ........................................................................ 67

4.6 PERFORMANCE MONITORING ..................................................................... 68

4.7 SYSTEM SUPERVISION .............................................................................. 68

CHAPTER 5 AEROMACS TECHNICAL REQUIREMENTS ............................................. 69

5.1 MIN MAX AIRCRAFT, VEHICLE SPEED .......................................................... 69

5.2 NETWORK MANAGEMENT SERVICES SUPPORT ............................................. 69

5.3 REGISTRATION PROCEDURE ...................................................................... 69

5.4 MOBILITY AND HANDOVER ........................................................................ 69

5.5 SYNCHRONIZATION AND TIMING REQUIREMENTS .......................................... 69

5.6 DATA LATENCY....................................................................................... 70

5.7 RESIDUAL ERROR RATE ........................................................................... 70

5.8 SYSTEM SUPERVISION .............................................................................. 70

CHAPTER 6 QUALITY OF SERVICE REQUIREMENTS ................................................. 71

6.1 AEROMACS SCHEDULING SERVICES ......................................................... 71

6.1.1 EXTENDED REAL-TIME POLLING SERVICE ................................................... 71

6.1.2 REAL-TIME POLLING SERVICE ................................................................... 71

6.1.3 NON-REAL TIME POLLING SERVICE ............................................................ 71

6.1.4 BEST EFFORT SERVICE ............................................................................ 71

6.1.5 UNSOLICITED GRANT SERVICE .................................................................. 72

6.2 CLASSES OF SERVICE .............................................................................. 72

CHAPTER 7 SAFETY AND PERFORMANCE REQUIREMENTS ................................... 74

7.1 SAFETY AND PERFORMANCE REQUIREMENTS FOR THE AEROMACS GROUND INFRASTRUCTURE.................................................................................... 74

7.1.1 PERFORMANCE REQUIREMENTS ................................................................. 74

7.1.2 SAFETY REQUIREMENTS APPLICABLE TO THE ACSP DOMAIN .......................... 76

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7.2 ATC AND AOC THROUGHPUT ................................................................... 76

CHAPTER 8 COVERAGE AND CAPACITY ..................................................................... 78

8.1 INPUTS TO COVERAGE AND CAPACITY REQUIREMENTS ................................. 78

8.1.1 AMOUNT OF GATES AND STANDS ............................................................... 78

8.1.2 AIRPORT AREAS DEFINITIONS ................................................................... 78

8.1.3 AIRPORT VISITING A/C FRAME TYPES AND AIRPORT TRAFFIC MIX ..................... 78

8.1.4 AIRCRAFT FRAME ANTENNA HEIGHTS FROM GROUND ..................................... 79

8.1.5 TRAFFIC MODELLING AND SCENARIO DEFINITION .......................................... 80

8.2 SESAR 15.2.7 AIRPORT CATEGORIZATION ................................................ 83

CHAPTER 9 SYSTEM INTEROPERABILITY AND COMPATIBILITY ............................. 90

9.1 MULTI-VENDOR INTEROPERABILITY ............................................................ 90

9.2 INTERFERENCE ASPECTS .......................................................................... 92

CHAPTER 10 RF CELL DIMENSIONING AND PLANNING .............................................. 93

10.1 RF CELL DIMENSIONING .......................................................................... 93

10.1.1 COVERAGE ANALYSIS ............................................................................... 93

10.1.2 CAPACITY ANALYSIS ................................................................................ 98

10.2 RF CELL PLANNING ............................................................................... 100

CHAPTER 11 SECURITY REQUIREMENTS .................................................................... 102

CHAPTER 12 TEST CASES .............................................................................................. 104

12.1 IPV6 TEST CASES SPECIFICATION.............................................................. 104

12.1.1 TEST CONFIGURATION 1 .......................................................................... 104

12.1.2 TESTS DESCRIPTION ............................................................................... 105

12.1.3 TC-IPV6-STFUL ................................................................................... 106

12.1.4 TC-IPV6-STLESS-VB ........................................................................... 107

12.1.5 TC-IPV6-STLESS-BI ............................................................................. 108

12.1.6 TC-IPV6-FRAG .................................................................................... 108

12.2 ETHERNET CS TEST CASES SPECIFICATION ................................................ 109



12.2.3 TC-ETH-CS-IP_RULE ........................................................................... 112

12.2.4 TC-ETH-CS-VLAN_RULE ...................................................................... 113

12.2.5 TC-ETH-CS-TOS_RULE ........................................................................ 114

12.3 CONVERGENCE SUBLAYER ESTABLISHMENT .............................................. 116



12.3.3 TC-CS-IPV6_FB ................................................................................... 117

12.3.4 TC-CS-ETH_FB ................................................................................... 117

12.4 AEROMACS BROADCAST / MULTICAST TEST CASES .................................... 118

12.4.1 TEST CONFIGURATION ............................................................................. 118


12.4.3 TC-MSBS-BASIC ................................................................................. 120

12.4.4 TC-MSBS-HO ...................................................................................... 122

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12.5 D-TAXI TEST CASES .............................................................................. 122

CPDLC_001 ...................................................................................................... 125

APPENDIX A ACRONYMS AND GLOSSARY OF TERMS ............................................. 126

APPENDIX B CAPACITY ANALYSIS ............................................................................... 130

B.1 CAPACITY AND COVERAGE ANALYSIS PER CELL .......................................... 130

B.1.1 HYPOTHESES MADE IN SIMULATIONS .......................................................... 130

B.1.2 ANALYSIS OF RESULTS ............................................................................ 140

B.2 CAPACITY ANALYSIS PER AIRPORT ............................................................ 144

B.2.1 OPERATIONAL CONCEPT .......................................................................... 144

B.2.2 PROPAGATION AND PHY/MAC LAYER MODEL ............................................. 145

B.2.3 SCENARIO 1 .......................................................................................... 146

B.2.4 SCENARIO 2 .......................................................................................... 153

B.2.5 QOS MODEL .......................................................................................... 159

B.2.6 HANDOVER CONFIGURATION .................................................................... 163

B.2.7 BACKGROUND TRAFFIC ............................................................................ 164

1. AIR TRAFFIC FIGURES IN MADRID BARAJAS ................................................. 164

2. BACKGROUND TRAFFIC MODEL ................................................................. 164

3. SIMULATION RESULTS ............................................................................. 167

A. SCENARIO 1 – SIMULATION RESULTS......................................................... 168

B. SCENARIO 2– SIMULATION RESULTS ......................................................... 174

C. COMPARISON BETWEEN ITERATION 1 AND ITERATION 2 FOR SCENARIO 1. ........ 179

4. HANDOVER RESULTS .............................................................................. 184

APPENDIX C AEROMACS DEPLOYMENT CASE STUDIES ......................................... 187

C.1 RADIO PLANNING TOOL AND PARAMETERS ................................................ 187

C.1.1 DEFINITION OF PROPAGATION MEDIA .......................................................... 187

C.1.2 ENVIRONMENTAL MODELS ....................................................................... 189

C.1.3 NOTE: REFLECTION IS CONSIDERED IN THE SIMULATIONS IF CLUTTER DATA ARE AVAILABLE.BASE STATIONS & MOBILE STATIONS ......................................... 190

C.2 CASE STUDY 1: AEROMACS DEPLOYMENT AT BARAJAS AIRPORT ................ 191

C.2.1 GLOBAL RADIO COVERAGE IN BARAJAS AIRPORT (DL) .................................. 197

C.2.2 RADIO COVERAGE LIMITED BY THE UPLINK (UL) ........................................... 202

C.2.3 SIMULATION OF INTRA-SYSTEM INTERFERENCE ............................................ 204

C.2.4 CONCLUSIONS AND RECOMMENDATION ...................................................... 207

C.3 CASE STUDY 2: AEROMACS DEPLOYMENT AT TOULOUSE AIRPORT .............. 208

C.3.1 GLOBAL RADIO COVERAGE IN TOULOUSE AIRPORT ....................................... 208

C.3.2 SIMULATION OF INTER-SYSTEM INTERFERENCES IN TOULOUSE ....................... 211

APPENDIX D SHARING THE FREQUENCY SPECTRUM WITH OTHER SERVICES .. 222

APPENDIX E WG-82 MEMBERSHIP ............................................................................... 226

IMPROVEMENT SUGGESTION FORM ............................................................................... 227

LIST OF FIGURES

FIGURE 1: ILLUSTRATION OF REFERENCE POINTS FOR THE MAXIMUM DATA LATENCY ................................. 15

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FIGURE 2: NETWORK REFERENCE MODEL ......................................................................................... 21

FIGURE 3: ASN REFERENCE MODEL ................................................................................................ 23

FIGURE 4: WMF ASN PROFILE A .................................................................................................... 25

FIGURE 5: WMF ASN PROFILE B .................................................................................................... 26

FIGURE 6: WMF ASN PROFILE C .................................................................................................... 27

FIGURE 7: OVERALL RELATIONS BETWEEN AEROMACS BUSINESS ENTITIES [10] ..................................... 30

FIGURE 8: AEROMACS NETWORK ENTITIES ...................................................................................... 32

FIGURE 9: MAIN FUNCTIONALITIES OF AEROMACS ASN-GW [10]........................................................ 33

FIGURE 10: AEROMACS AAA AND HA DEPLOYMENT SCENARIO .......................................................... 36

FIGURE 11: ICAO 9896 IPS ADDRESSING STRUCTURE FOR AIRCRAFT ASSIGNMENTS [12] ........................ 37

FIGURE 12: BARAJAS TERMINAL MAP OVERVIEW ................................................................................. 41

FIGURE 13: BARAJAS MULTISERVICE AIRPORT NETWORK TOPOLOGY .................................................... 42

FIGURE 14: BARAJAS RADIO NAVIGATION AIDS CABLING INFRASTRUCTURE .............................................. 43

FIGURE 15: BARAJAS MLAT SYSTEM CABLING INFRASTRUCTURE .......................................................... 44

FIGURE 16: SINGLE NAP - MULTIPLE NSP ........................................................................................ 45

FIGURE 17: MULTIPLE NAP - SINGLE NSP ........................................................................................ 45

FIGURE 18: GREENFIELD NAP-NSP ................................................................................................ 46

FIGURE 19: AEROMACS ROAMING ARCHITECTURE ............................................................................. 48

FIGURE 20: ROAMING SCENARIO 1 – DATA ACCESS VIA HOME NSP [49] ................................................ 49

FIGURE 21: ROAMING SCENARIO 2 – DATA ACCESS VIA CORRESPONDENT ROUTER (CR) [49] ................... 49

FIGURE 22: AEROMACS SYSTEM INTEGRATION ON A/C – SCENARIO 1-A .............................................. 52

FIGURE 23: AEROMACS SYSTEM INTEGRATION ON A/C – SCENARIO 1-B .............................................. 53



FIGURE 26: SCENARIO 2-B: CONNECTION BETWEEN AEROMACS AND ACD/AISD .................................. 55



FIGURE 29: SCENARIO 3-B: CONNECTION BETWEEN AEROMACS AND ACD/AISD .................................. 57

FIGURE 30: PHYSICAL SEGREGATION BETWEEN ACD AND AISD .......................................................... 58

FIGURE 31: FLIGHT PHASES AND EVENTS IN APT SURFACE .................................................................. 59

FIGURE 32: SEQUENTIAL EXECUTION OF SERVICES IN ARRIVAL ............................................................. 66

FIGURE 33: SEQUENTIAL EXECUTION OF SERVICES IN DEPARTURE ........................................................ 66

FIGURE 34: DEFINITION AND INTERCONNECTION OF AIRCRAFT, ACSP AND ATSU DOMAIN........................ 74

FIGURE 35: COMPARISON OF AIRPORT PATHLOSS MODELS ................................................................... 94

FIGURE 36: GRAPHICAL PRESENTATION OF TILE IN UL-PUSC ZONE ; SLOT = 6 TILES OVER 3 SYMBOLS...... 96

FIGURE 37: IPV6 TEST CASES TEST CONFIGURATION ......................................................................... 105

FIGURE 38: ETHERNET CS TEST CASES TEST CONFIGURATION ........................................................... 109

FIGURE 39: CS ESTABLISHMENT TEST CASES TEST CONFIGURATION.................................................... 116

FIGURE 40. BROADCAST/MULTICAST TEST CONFIGURATION ................................................................. 118

¡ERROR! NO SE PUEDEN CREAR OBJETOS MODIFICANDO CÓDIGOS DE CAMPO. FIGURE 41: END-TO-END TEST CASE CONFIGURATION ................................................................................................. 123

FIGURE 42: FREQUENCY MASK ...................................................................................................... 130

FIGURE 43: BER AND PER IN FL, LOS CHANNEL ([50], SECTION 4.4) .................................................. 131

FIGURE 44: BER AND PER IN FL, NLOS CHANNEL [50] ..................................................................... 132

FIGURE 45: BER AND PER FOR RL, LOS CHANNEL [50] .................................................................... 133

FIGURE 46: BER AND PER FOR RL, NLOS CHANNEL [50] .................................................................. 134

FIGURE 47: MOBILE ROUTE MR1 ................................................................................................... 138

FIGURE 48: MOBILE ROUTE MR2 ................................................................................................... 138

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FIGURE 49: THROUGHPUT & PACKET LOSS WITH ARQ TYPE 1 AND ARQ TYPE 2 (UL) .............................................. 141

FIGURE 50: CASE 1: THROUGHPUT & PACKET LOSS IN LOS/NLOS (DL) ............................................................... 143



FIGURE 53: SCENARIO 1 ARRIVAL TRAJECTORY ........................................................................................... 147

FIGURE 54: SCENARIO 1 DEPARTURE TRAJECTORY ....................................................................................... 150

FIGURE 55: SCENARIO 2 ARRIVAL TRAJECTORY ........................................................................................... 154

FIGURE 56: SCENARIO 2 DEPARTURE TRAJECTORY ....................................................................................... 157

FIGURE 57: UL/DL WIMAX FRAME. DATA BURST USAGE IN % ........................................................... 174

FIGURE 58: UL/DL WIMAX FRAME. DATA BURST USAGE IN % ........................................................... 179

FIGURE 59: WIMAX DOWNLINK DATA BURST USAGE. RED=ITERATION2. BLUE=ITERATION1. .................. 183

FIGURE 60: WIMAX UPLINK DATA BURST USAGE. RED=ITERATION2. BLUE=ITERATION1. ....................... 184

FIGURE 61: HORIZONTAL AND VERTICAL PATTERN FOR BASE STATIONS (H: 3DB BEAMWIDTH = 110°; V: 3DB BEAMWIDTH = 12° (TBC)) ........................................................................................................ 190

FIGURE 62: PROPOSED CELL PLANNING IN MADRID BARAJAS .............................................................. 194

FIGURE 63: PROPOSED CELL PLANNING IN MADRID BARAJAS – CLOSER DISTANCE BETWEEN BS IN HANDOVER .......................................................................................................................................... 196

FIGURE 64: PROPOSED CELL PLANNING IN MADRID BARAJAS – RAMP ONLY ......................................... 196

FIGURE 65: FOCUS ON BS POSITION AND LABEL ON BARAJAS’ AIRPORT ................................................ 198

FIGURE 66: GLOBAL COVERAGE (DL) IN COMPOSITE SERVER DISPLAY: VEHICLES WITH HANT=2M(LEFT) – AIRCRAFTS WITH HANT=10M (RIGHT) ....................................................................................... 199

FIGURE 67: R1S1 COVERAGE FOR HANT=2M(LEFT) AND HANT=10M (RIGHT) ......................................... 201

FIGURE 68: GLOBAL COVERAGE (LIMITED BY UL) IN COMPOSITE SERVER DISPLAY: VEHICLES WITH HANT=2M (LEFT) – AIRCRAFTS WITH HANT=10M (RIGHT) ........................................................................... 203

FIGURE 69: R1S1 RADIO COVERAGE (LIMITED BY UL), AIRCRAFTS WITH HANT=10M ............................... 204

FIGURE 70: MAP OF CINR INTRA-SYSTEM INTERFERENCE, BASED ON DL COVERAGE ............................. 206

FIGURE 71: GLOBAL COVERAGE (DL) IN COMPOSITE SERVER DISPLAY: VEHICLES WITH HANT=2M(LEFT) – AIRCRAFTS WITH HANT=10M (RIGHT) ....................................................................................... 208

FIGURE 72: GLOBAL COVERAGE FOR AIRCRAFTS (HANT = 10M) IN COMPOSITE SERVER DISPLAY: DL COVERAGE (LEFT) – DL COVERAGE LIMITED BY UL (RIGHT) .......................................................... 209

FIGURE 73: GLOBAL COVERAGE FOR AIRCRAFTS (HANT = 10M) IN COMPOSITE SERVER DISPLAY: DL COVERAGE LIMITED, NO REFLECTIONS CONSIDERED DOWNTILT FOR BS1 (S1 & S2) HAS BEEN INCREASED FROM 5 TO 7° ....................................................................................................................... 210

FIGURE 74: BS2 COVERAGE - AIRCRAFTS WITH HANT=10M, NO REFLECTIONS CONSIDERED DL (LEFT) - DL LIMITED BY UL (RIGHT) ........................................................................................................... 211

FIGURE 75: LOCALIZATION OF AEROMACS BS (IN RED, BS TOWER WITH 2 SECTORS BSS1 AND BSS2) AND TX MLS STATIONS (MLS AZ AND MLS EL IN YELLOW) AND RX MLS STATIONS (RX AZ AND RX EL IN MAGENTA) ............................................................................................................................ 212

FIGURE 76: RADIATION PATTERNS ATTACHED TO EACH MLS TRANSMITTING STATION .............................. 214

FIGURE 77: SCHEMATIC REPRESENTATION OF TX MLS STATIONS H PATTERNS OVER TOULOUSE AIRPORT.. 214

FIGURE 78: RADIATION PATTERNS ATTACHED TO EACH MLS RECEIVING STATIONS .................................. 216

FIGURE 79: RADIATION PATTERNS OF ANTENNAS ATTACHED TO AEROMACS STATIONS ........................... 216

FIGURE 80: THRESHOLD DEGRADATION MAP FOR TX MLS VS. AEROMACS DL COVERAGE - NO REJECTION .......................................................................................................................................... 219

FIGURE 81: THRESHOLD DEGRADATION MAP FOR TX MLS VS. AEROMACS DL COVERAGE – 70 DB REJECTION ........................................................................................................................... 220

LIST OF TABLES

TABLE 1: POSSIBLE ACTORS FOR NAP/V-NSP/H-NSP FUNCTIONS ....................................................... 30

TABLE 2: NSP ID FORMAT [32] ........................................................................................................ 39

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TABLE 3: POTENTIAL AEROMACS DEPLOYMENT SCENARIOS ................................................................ 46

TABLE 4: SERVICES EXECUTED DURING DEPARTURE PHASE ................................................................. 61

TABLE 5: SERVICES EXECUTED DURING ARRIVAL PHASE ...................................................................... 64

TABLE 6: AEROMACS CLASSES OF SERVICE EXAMPLE [3] ................................................................... 72

TABLE 7: MAPPING OF ATN NETWORK PRIORITY TO MOBILE SUBNETWORK PRIORITY – AEROMACS PROPOSAL ........................................................................................................................................... 72

TABLE 8: ACSP TRANSACTION TIME REQUIREMENTS [40] ................................................................... 75

TABLE 9: ACSP AVAILABILITY REQUIREMENTS [40] ............................................................................ 76

TABLE 9: ATC AND AOC REQUIRED THROUGHPUT ............................................................................. 77

TABLE 10: A/C SEPARATION MINIMA ................................................................................................. 79

TABLE 11: AIRFRAME HEIGHTS WITH RESPECT TO GROUND .................................................................. 79

TABLE 12: A/C DWELL TIMES VS A/C AIRPORT OPERATION AREAS ......................................................... 80

TABLE 13: AEROMACS EXPECTED THROUGHPUTS VS MODULATION SCHEMES ........................................ 81

TABLE 14: SINGLE SECTOR SCENARIO – EXCLUDING FOQA [10] .......................................................... 81

TABLE 15: AIRPORT SIZE CATEGORIES ACCORDING TO COCR .............................................................. 82

TABLE 16: AIRPORT CAPACITY LOAD FOR SMALL AIRPORTS (3 OPERATIONS/HOUR) [10] ............................ 83

TABLE 17: AIRPORT CAPACITY LOAD FOR SMALL AIRPORTS (3 OPERATIONS/HOUR) CONSIDERING FOQA AS A RAMP SERVICE [10] ............................................................................................................... 84

TABLE 18: AIRPORT CAPACITY LOAD FOR SMALL AIRPORTS (20 OPERATIONS/HOUR) [10] .......................... 85

TABLE 19: AIRPORT CAPACITY LOAD FOR MEDIUM AIRPORTS (50 OPERATIONS/HOUR [10] ......................... 86

TABLE 20: AIRPORT CAPACITY LOAD FOR LARGE AIRPORTS (100 OPERATIONS/HOUR) [10] ........................ 88

TABLE 21: AIRPORT CAPACITY LOAD FOR VERY LARGE AIRPORTS (MORE THAN 100 OPERATIONS/HOUR) [10] 89

TABLE 22: DL LINK BUDGET ........................................................................................................... 96

TABLE 23: UL LINK BUDGET ........................................................................................................... 97

TABLE 24: MAXIMUM COVERAGE RESULTS ......................................................................................... 99

TABLE 25: SERVICE DATA UNIT DIMENSIONING (BYTES) ..................................................................... 135

TABLE 26: PHY LAYER PARAMETERS .............................................................................................. 135

TABLE 27: MCS SWITCHING THRESHOLDS ........................................................................................ 136

TABLE 28: BARAJAS PATHLOSS MODELS’ PARAMETERS ...................................................................... 137

TABLE 29: MAIN ARQ PARAMETERS ................................................................................................ 139

TABLE 30: SECONDARY-LEVEL ARQ PARAMETERS ............................................................................ 140

TABLE 31: SIZE OF PDU AND ARQ BLOCKS ..................................................................................... 140

TABLE 32: ARRIVAL SPEEDS........................................................................................................... 145

TABLE 33: DEPARTURE SPEEDS ..................................................................................................... 146

TABLE 34: SCENARIO 1 ARRIVAL TRAJECTORY TIMES ......................................................................... 148

TABLE 35: CHRONOLOGICAL DESCRIPTION OF SCENARIO 1 ARRIVAL TRAJECTORY .................................. 149

TABLE 36: SCENARIO 1 DEPARTURE TRAJECTORY TIMES .................................................................... 151

TABLE 37: CHRONOLOGICAL DESCRIPTION OF SCENARIO 1 DEPARTURE TRAJECTORY ............................. 153

TABLE 38: SCENARIO 2 ARRIVAL TRAJECTORY TIMES ......................................................................... 155

TABLE 39: CHRONOLOGICAL DESCRIPTION OF SCENARIO 2 ARRIVAL TRAJECTORY. ................................. 156

TABLE 40: SCENARIO 2 DEPARTURE TRAJECTORY TIMES .................................................................... 157

TABLE 41: CHRONOLOGICAL DESCRIPTION OF SCENARIO 2 DEPARTURE TRAJECTORY ............................. 159

TABLE 42: ATN/IPS PRIORITY MAPPING INTO CLASSES PROPOSED BY [12] ............................................ 160

TABLE 43: COS CLASSIFICATION FOR AIRPORT CAPACITY ANALYSIS .................................................... 160

TABLE 44: COS CLASSIFICATION FOR AIRPORT CAPACITY ANALYSIS .................................................... 163

TABLE 45: HANDOVER PARAMETERS ............................................................................................... 163

TABLE 46: RAMP ARRIVAL BACKGROUND TRAFFIC ........................................................................... 165

TABLE 47: RAMP DEPARTURE BACKGROUND TRAFFIC ...................................................................... 165

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TABLE 48: GROUND ARRIVAL BACKGROUND TRAFFIC ....................................................................... 165

TABLE 49: GROUND DEPARTURE BACKGROUND TRAFFIC ................................................................. 166

TABLE 50: TOWER ARRIVAL BACKGROUND TRAFFIC ........................................................................ 166

TABLE 51: TOWER DEPARTURE BACKGROUND TRAFFIC .................................................................... 166

TABLE 52: UL&DL BACKGROUND TRAFFIC....................................................................................... 166

TABLE 53: CELL PLANNING FEATURES USED IN CAPACITY SIMULATIONS ................................................. 168

TABLE 54: END TO END DELAY PER CLASS OF SERVICE ...................................................................... 169

TABLE 55: NET SERVICES RESPONSE TIME ..................................................................................... 169

TABLE 56: ATC1 SERVICES RESPONSE TIME ................................................................................... 169



TABLE 59: AOC1 SERVICES RESPONSE TIME ................................................................................... 172


TABLE 61: END TO END DELAY PER CLASS OF SERVICE ...................................................................... 175

TABLE 62: NET SERVICES RESPONSE TIME ..................................................................................... 175


TABLE 64: ATC2 SERVICES RESPONSE ........................................................................................... 176

TABLE 65: ATC3 SERVICES RESPONSE ........................................................................................... 176



TABLE 68: SUMMARY OF BS NUMBER AND BACKGROUND TRAFFIC FIGURES PER ITERATION ...................... 180

TABLE 69: QOS CONFIGURATION FOR ITERATION 1 AND ITERATION 2 .................................................... 181

TABLE 70: RESULTS ON PACKET LATENCY FOR ITERATION 1 AND ITERATION 2. SCENARIO 1...................... 181

TABLE 71: CAPACITY LIMITATIONS IN ITERATION 1 SOLVED IN ITERATION 2 ............................................. 182

TABLE 72: RESULTS FOR HO PERFORMANCE. CONSECUTIVE BS DISTANCE = 2650 M / 1300 M ................ 185

TABLE 73: WALL ATTENUATION VALUES ........................................................................................... 188

TABLE 74: WINDOW ATTENUATION VALUES ....................................................................................... 188

TABLE 75: BS COORDINATES PROPOSED FOR MADRID BARAJAS PLANNING ........................................... 192

TABLE 76: FREQUENCY RE-USE PLANNING PROPOSAL ........................................................................ 192

¡ERROR! NO SE PUEDEN CREAR OBJETOS MODIFICANDO CÓDIGOS DE CAMPO.TABLE 77: CAPACITY PLANNING FIGURES IN MADRID BARAJAS .................................................................................................. 197

TABLE 78: CALCULATION OF CELL RANGE (DL IN M) FOR EACH MODULATION SCHEME AND MS CATEGORY (BASED ON R1S1 COVERAGE, NEAR LOS DIRECTION) .................................................................. 200

TABLE 79: CALCULATION OF CELL RANGE (DL IN M) FOR EACH MODULATION SCHEME AND MS CATEGORY (BASED ON R1S1 COVERAGE, NLOS DIRECTION)........................................................................ 202

TABLE 80: DL COVERAGE AND REVERSE COVERAGE .......................................................................... 204

TABLE 81: FREQUENCY PLANNING & REUSE FOR INTRA-SYSTEM INTERFERENCE ANALYSIS ....................... 205

TABLE 82: ASSUMPTION OF CINR VERSUS MODULATION SCHEMES ..................................................... 206

TABLE 83: BS2 RANGE FOR DL AND DL LIMITED BY UL ...................................................................... 211

TABLE 84: AZIMUTH AND ELEVATION TX MLS STATION PARAMETERS ................................................... 213

TABLE 85: AZIMUT AND ELEVATION RX MLS STATION PARAMETERS ..................................................... 215

TABLE 86: PARAMETERS OF AEROMACS STATIONS .......................................................................... 216

¡ERROR! NO SE PUEDEN CREAR OBJETOS MODIFICANDO CÓDIGOS DE CAMPO.TABLE 87: TD CALCULATION FOR INTERFERENCE ON MLS RECEIVING STATIONS ..................................................................... 217

¡ERROR! NO SE PUEDEN CREAR OBJETOS MODIFICANDO CÓDIGOS DE CAMPO.TABLE 88: TD CALCULATION FOR INTERFERENCE ON AEROMACS BASE STATIONS .................................................................. 218

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CHAPTER 1 INTRODUCTION

1.1 PURPOSE AND SCOPE

This document contains Minimum Aviation System Performance Specification (MASPS) for an Aeronautical Mobile Airport Communication System (AeroMACS).

The purpose of this MASPS is to define the system performance requirements and to outline possible implementation options (architectures, use cases) for AeroMACS. In case relevant standards have not yet been developed (like for the IP addressing scheme), this document provides recommendations for further consideration in the appropriate standardisation bodies.

In addition to this MASPS, EUROCAE WG-82 has also developed other AeroMACS standards and in particular the AeroMACS Profile (ED-222) and the AeroMACS MOPS (ED-223) jointly with RTCA SC-223.

It is also noted that there is currently ongoing AeroMACS related standardisation activities in other groups (such as ICAO WGS, WIMAX Forum AWG and AEEC SAI), which are addressing aspects that may be relevant to the MASPS work such as the IP addressing scheme, the AeroMACS security framework and the AeroMACS network/architecture reference model. If required, future updates of this MASPS will incorporate such material.

Chapter 2 of this document provides a high-level description of the network model for AeroMACS including the AeroMACS functional entities and reference points over which interoperability is achieved between functional entities.

Then different network implementation architectures for AeroMACS are discussed. This includes the whole end-to-end communication chain and deals with the ground and airborne architectural components as well. In that context the IPv6 addressing scheme included in the ICAO ATN/IPS Manual is described.

Chapter 3 describes potential ATC and AOC applications for AeroMACS. Further on it defines scenarios, which have been used to validate performance requirements for AeroMACS.

Chapter 4 summarizes AeroMACS operation requirements.

Chapter 5 summarizes AeroMACS technical requirements.

Chapter 6 provides the QoS requirements for AeroMACS. In addition, a proposal for inclusion in ICAO Annex 10 for the mapping of AeroMACS classes of service over ATN message priority levels is outlined.

Chapter 7 gives an overview on the Safety and Performance requirements derived from EUROCAE WG-78 work. Therefore the requirements are based on an end-to-end perspective. Regarding the functional entities of AeroMACS as described in Chapter 2 Safety and Performance recommendations are given as well.

Chapter 8 addresses specifically the aspects of physical coverage and capacity of the AeroMACS system.

Chapter 9 outlines AeroMACS interoperability and compatibility requirements.

Chapter 10 provides information related to RF cell dimensioning and planning.

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Chapter 11 outlines AeroMACS Security requirements.

Chapter 12 describes a set of system level tests for IPv6, Ethernet CS and multicast and broadcast functions support, as well as an end-to-end test case. The end-to-end test case is similar to the one described in the DLS Community Specification [52] (this specification is defined to prove the interoperability of implemented constituents from an application level perspective).

Appendix A outlines the list of acronyms and glossary of terms

Appendix B gives more information about a capacity analysis conducted within the SESAR project P15.2.7.

Appendix C includes material from SESAR project P15.2.7 related to AeroMACS deployment case studies.

Appendix D describes the current status of compatibility issues due to interference between AeroMACS and other radio systems currently in use.

Appendix E provides the list of EUROCAE WG-82 members.

1.2 RELATIONSHIPS TO OTHER DOCUMENTS

A great part of the material used for the development of the AeroMACS MASPS is based on the outcome of the two SESAR AeroMACS Projects P15.2.7 and P 9.16 which started in 2010 and have completed the technical activities at the end of 2014. As far as required this material has been updated in order to reflect required changes since the finalisation and publication of the relevant SESAR deliverables

1.3 DESCRIPTION OF THIS DOCUMENT

1.3.1 DOCUMENT CONVENTIONS

“SHALL”

The use of the word SHALL indicates a mandated criterion; i.e. compliance with the particular procedure or specification is mandatory and no alternative may be applied.

“SHOULD”

The use of the word SHOULD (and phrases such as “IT IS RECOMMENDED THAT ...”, etc.) indicate that though the procedure or criterion is regarded as the preferred option, alternative procedures, specifications or criteria may be applied, provided that the manufacturer, installer or tester can provide information or data to adequately support and justify the alternative.

“MAY”

The use of the word MAY indicates that alternative procedures, specifications or criteria are permitted.

1.3.2 DEFINITIONS

Access Service Network (ASN). ASN is defined as a complete set of network functions needed to provide radio access to an AeroMACS subscriber. The ASN provides the following mandatory functions:

AeroMACS Layer-2 (L2) connectivity with AeroMACS MS,

Transfer of AAA messages to AeroMACS subscriber’s Home Network Service Provider (H-NSP) for authentication, authorization and session accounting for subscriber sessions,

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Network discovery and selection of the AeroMACS subscriber’s preferred NSP,

Relay functionality for establishing Layer-3 (L3) connectivity with a AeroMACS MS (i.e. IP address allocation)

In addition to the above mandatory functions, for a portable and mobile environment, an ASN supports the following functions:

o ASN anchored mobility,

o ASN-CSN tunnelling.

ASN comprises network elements such as one or more Base Station(s), and one or more ASN Gateway.

While one ASN-GW is generally used, there may be implementations with more than one single ASN-GW in the ASN.

Adaptive modulation. A system’s ability to communicate with another system using

multiple burst profiles and a system’s ability to subsequently communicate with

multiple systems using different burst profiles.

Aerodrome. A defined area on land or water (including any buildings, installations and

equipment) intended to be used either wholly or in part for the arrival, departure and

surface movement of aircraft.

ASN Gateway (ASN-GW). ASN-GW is placed at the edge of ASN and it's the link to

the CSN. ASN-GW assists mobility and security in the control plane and handles the

IP forwarding. ASN control is handled by ASN-GW and BS. ASN-GW Control plane

handles all the radio-independent control and feature set includes authorization,

authentication, and accounting (AAA), context management, profile management,

service flow authorization, paging, radio resource management, and handover. Data

plane feature set includes mapping radio bearer to the IP network, packet inspection,

tunnelling, admission control, policing, QoS and data forwarding.

ASN-GW has the authenticator and key distributor to implement AAA framework along

with AAA relay in order to transmit signals to AAA server wherein the user credentials

during network re/entry are verified with EAP authentication. Security context is

created during AAA session and keys (MSK and PSK) are generated and shared with

BS and MS. AAA module in the ASN-GW provides also flow information for

accounting since every single detail about a flow such as transferred or received

number of bits, duration, and applied policy is present and directly retrievable from the

data plane.

ASN-GW is responsible for profile management together with policy function residing

in the connectivity network. Profile management identifies the user and its subscribed

credentials such as allowed QoS rate, number of flows, type of flows, etc.

BS (Base Station). A generalized equipment set providing connectivity, management,

and control of the subscriber station (SS).

BER (Bit Error Rate). Number of bit errors divided by the total number of transferred

bits during a studied time interval measured after error decoder.

Burst profile. Set of parameters that describe the uplink (UL) or downlink (DL)

transmission properties associated with an interval usage code. Each profile contains

parameters such as modulation type, forward error correction (FEC) type, preamble

length, guard times, etc.

CPDLC. The ATN application Controller Pilot Data Link Communications.

http://www.mobilehandsetdesignline.com/encyclopedia/defineterm.jhtml?term=edge&x=&y=http://www.mobilehandsetdesignline.com/encyclopedia/defineterm.jhtml?term=EAP&x=&y=http://www.mobilehandsetdesignline.com/encyclopedia/defineterm.jhtml?term=function&x=&y=

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Connectivity Service Network (CSN). CSN is defined as a set of network functions that provide IP connectivity services to the AeroMACS subscriber(s). A CSN MAY provide the following functions:

MS IP address and endpoint parameter allocation for user sessions,

Internet access,

AAA proxy or server,

Policy and Admission Control based on user subscription profiles,

ASN-CSN tunnelling support,

Inter-CSN tunnelling for roaming,

AeroMACS services such as location based services, connectivity for peer-to-peer services, provisioning, authorization and/or connectivity to IP multimedia services and facilities to support lawful intercept services. The exact list of AeroMACS services is FFS.

CSN MAY comprise network elements such as routers, AAA proxy/servers, user databases.

Data transit delay. In accordance with ISO 8348, the average value of the statistical distribution of data delays. This delay represents the subnetwork delay and does not include the connection establishment. Downlink. The transmission direction from the base station (BS) to the subscriber station (SS). FA (Frequency assignment). A logical assignment of downlink (DL) center frequency and channel bandwidth programmed to the base station (BS). GROUND area: airport surface area used when A/C is pushed back and is moving most of the time – up to the end of the taxiing phase. Taxiways and parking/stand areas belong to GROUND. HO (Handover). The process in which a mobile station (MS) migrates from the air-interface provided by one base station (BS) to the air-interface provided by another BS. A break-before-make HO is where service with the target BS starts after a disconnection of service with the previous serving BS.

Interruption Time: Time between the message indicating the start of the HO (HO_IND) and the message indicating completion of network re-entry (RNG-RSP). During the interruption time the MS is not able to communicate with any BS through a valid Service Flow.

Latency. The data latency is defined as the one-way transit time between a packet being available at the IP layer (Tx reference point) in either the MS/ Radio Access Network and the availability of this packet at IP layer (Rx reference point) in the Radio Access Network / MS. Mobility Service Provider (MSP). Instance of an Administrative Domain which may be an ACSP, ANSP, Airline, Airport Authority, government or other aviation organization that operates ATN/IPS mobility.

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FIGURE 1: ILLUSTRATION OF REFERENCE POINTS FOR THE MAXIMUM DATA LATENCY

MS (Mobile Station). A station providing connectivity between subscriber equipment and a base station (BS) using the IEEE 802.16-2009 mobile standard.

Network Access Provider (NAP). NAP is a business entity that provides AeroMACS radio access infrastructure to one or more AeroMACS Network Service Providers (NSPs). A NAP implements this infrastructure using one ASN. Network Service Provider (NSP). NSP is a business entity that provides IP connectivity and AeroMACS services to AeroMACS subscribers compliant with the Service Level Agreement it establishes with AeroMACS subscribers. To provide these services, an NSP establishes contractual agreements with one or more NAPs. Additionally, an NSP MAY also establish roaming agreements with other NSPs and contractual agreements with third-party application providers (e.g., ASP or ISPs) for providing AeroMACS services to subscribers. From an AeroMACS subscriber standpoint, an NSP MAY be classified as Home NSP (H-NSP) or Visited NSP (V-NSP). Roaming. Roaming is the capability of wireless networks via which a wireless subscriber obtains network services using a “visited network” operator’s coverage area (NSP). At the most basic level, roaming typically requires the ability to reuse authentication credentials provided/provisioned by the home operator in visited networks, successful user/MS authentication by the home operator. PDU. Packet Data Unit. PUSC. Partial Usage Sub-Channelisation. RAMP area: location at the airport where A/C is stationary and hooked on at the gate/stand. For instance, physical areas like gates belong to RAMP

Residual error rate. The ratio of incorrect, lost and duplicate sub-network service data units (SNSDUs) to the total number of SNSDUs that were sent. RF. Radio Frequency. Transaction. One way delivery of an IP layer message. Maximum transaction time or expiration time (defined in OSED [11]).

The maximum acceptable time at which the operational communication transactions are required to be completed at probability, corresponding to the Continuity target. As

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the operational validity of the message has expired, this time is referred to as expiration time (ET).

Scheduling Service. Scheduling services represent the data handling mechanisms supported by the Media Access Control (MAC) scheduler for data transport on a connection. Each connection is associated with a single scheduling service. A scheduling service is determined by a set of QoS parameters that quantify aspects of its behavior. These parameters are managed using the DSA and DSC message dialogs.

SF (Service flow). A unidirectional flow of media access control layer (MAC) service data units (SDUs) on a connection that is providing a particular quality of service (QoS). SN (Subnetwork). The word subnetwork in this document denotes the AeroMACS component of the end-to-end communication network.

Subnetwork entry time. The time from when the mobile station starts the scanning for BS transmission, until the network link establishes the connection, and the first network user “protocol data unit “ can be sent.

NOTE: It does not include time for self-test or other power up functions.

SS (Subscriber Station). A generalized equipment set providing connectivity between subscriber equipment and a base station (BS). SDU(Service data unit). The data unit exchanged between two adjacent protocol layers. On the downward direction, it is the data unit received from the previous higher layer. On the upward direction, it is the data unit sent to the next higher layer. SNSDU(Subnetwork service data unit). An amount of sub-network user data; the identity of which is preserved from one end of a sub-network connection to the other. TDD (Time division duplex). A duplex scheme where uplink (UL) and downlink (DL) transmissions occur at different times but may share the same frequency. TOWER area: airport surface where ground control is handed over to Tower until take-off phase. TOWER area is shortly before the runways. The GROUND controller hands over to the TOWER controller after the aircraft is on its way to the runway. On smaller airports the GROUND + TOWER could not be separated. Uplink. The direction from a subscriber station (SS) to the base station (BS). User (or AeroMACS user). Entity that is unambiguously linked to an MS/SS and

involves the functions that are inherent to the MS/SS operation but are out of the

IEEE802.16-2009 standard, such as authentication, authorization, accounting, QoS

policy enforcement, CSN database, service profile parameters, admission control, IP

session, NAI domain identification. The term is used to differentiate from AeroMACS

device, which is linked to the hardware and a MAC address. Note that the AeroMACS

user is different from end-user or application user.

1.4 REFERENCES

[1] EUROCONTROL COCR v2.0, “Communications Operating Concept and Requirements for the Future Radio System”

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[2] SESAR P15.02.07 D01-T1.1A “System Analysis For AeroMACS Use”, v2.0 (Nov2010)

[3] SESAR P15.02.07 D01-T1.1B “AeroMACS System Requirements Document”, v1.0 (Nov2010)

[4] SESAR P15.02.07 D01-T1.4 “AeroMACS Functional Architecture Definition", v1.0 (Nov2010)

[5] SESAR P15.02.07 D03.2 “AeroMACS Profile Definition", v00.02.00 (Feb2012)

[6] SESAR P15.02.07 D02.2a “Study and characterization of the traffic model in the airport”, v00.01.00 (May2011)

[7] SESAR P15.02.07 D02.1 “AeroMACS Channel Modelling”, v1.0 (Jun2011)

[8] SESAR P15.02.07 D02.3 “Compatibility Study Between AeroMACS and FSS”, v1.0 (Jun2011)

[9] SESAR P15.02.07 D03.1 “AeroMACS Profile Evaluation and Validation", v00.02.00 (Feb2010)

[10] SESAR P15.02.07 D04.0 "AeroMACS Deployment & Integration Analysis", v00.02.00 (Abr2014)

[11] EUROCAE ED78A, “Guidelines for approval of the provision and use of air traffic services supported by data communications”

[12] ICAO 9896 “Manual for the ATN using IPS Standards and Protocols”

[13] ICAO Annex 14 “Aerodromes”, Fourth Edition July 2004

[14] ICAO “Aerodrome Design Manual” Part 6 Frangibility, First Edition 2006

[15] ICAO “Airport Planning Manual” Part 1 Master Planning, Second Edition 1987

[16] ICAO “EUR Frequency Management Manual” EUR Doc 11, Edition 2010

[17] “Procedimiento Interno para Tramitación y Coordinación de Informes por Servidumbres Aeronaúticas” AENA, 2010

[18] “C-Band Airport Surface Communications System Standards and Development” Phase II Final Report, Volume 1: Concepts of Use, Initial System Requirements, Architecture, and AeroMACS Design Considerations, NASA, 2011

[19] SESAR P15.02.07 D01-T1.5 "Spectrum investigations", v1.0 (Nov2010)

[20] IRIG 106, DOCUMENT 106-11 PART I: TELEMETRY STANDARDS, (APRIL 2011)

[21] ITU, 2nd Session of the Conference Preparatory Meeting (CPM) for WRC-12, 12-25 February 2011.

[22] WMF-T32-002-R010v04-Stage2 “Network Architecture: Architecture tenets, Reference Model and Reference Points”

[23] WMF-T33-001-R010v05-Stage3_”Network Architecture: Detailed Protocols and Procedures”

[24] WMF-T33-003-R010v4-Stage3 “R6 R8 ASN Anchored Mobility Scenarios”

[25] SESAR P15.02.07 D08 “AeroMACS Safety and Security Analysis”, v00.01.00 (Mar2014)

[26] SANDRA_R6.2.2: Report on Modeling and Performance Simulations (in work).

[27] ICAO “Aerodrome Design Manual” Part 1 Runways, Third Edition 2006

[28] AOC Datalink Dimensioning Executive Summary, SESAR.

[29] ICAO PANS-OPS 8168

[30] NWG-T25-003-R010v07-IOT, “Mobile interoperability test”

[31] WMF-T32-002-R010v04-Stage2 “Network Architecture: Architecture tenets, Reference Model and Reference Points”

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[32] WMF-T33-001-R010v05-Stage3_”Network Architecture: Detailed Protocols and Procedures”

[33] SANDRA Project, http://www.sandra.aero

[34] SANDRA WP6.2.3 Technical Document on PHY Layer Performance V0.2, 23/09/2010, Draft

[35] SANDRA Project, DLR, “PHY_Results_v4.xls”

[36] SANDRA WP6.2.4 “Discussion paper on MAC simulations”, September 2011

[37] WiMAX Forum Application Working Group “The WiMAX Forum System Level Simulator NS-2”, Release 2.6, March 2009.

[38] RFC 791 – “Internet Protocol” (September 1981)

[39] IEEE802.16-2009, “Part 16: Air Interface for Broadband Wireless Access Systems”

[40] EUROCAE ED-228: Safety and Performance Standard for Baseline 2 ATS Data Communications (Baseline 2 SPR Standard)

[41] AOC Datalink dimensioning study, Edition 01.00.00, Ed date Nov 16th, 2010.

[42] SESAR P9.16 Deliverable D03 AeroMACS Airborne System Requirements and Architecture Dossier

[43] ICAO – Aeronautical Communications Panel (ACP) – WG-S, third meeting, WP-06: MSS Interference Analysis for AeroMACS, July 2013.

[44] http://openflights.org/data.html

[45] http://aspmhelp.faa.gov/index.php/OEP_35

[46] http://en.wikipedia.org/wiki/List_of_the_busiest_airports_in_Europe

[47] SANDRA D3.5.5 NAMING AND ADDRESSING, v1.0, June 2011

[48] ICAO ACP WG-S/3 WP11 White paper on AeroMACS deployment scenarios and derived requirements, v3.1, October 2013

[49] SANDRA D3.2.1 CONSOLIDATED SANDRA NETWORK AND INTEROPERABILITY ARCHITECTURE, v2.0, March 2012

[50] SANDRA D6.2.1 – AEROMACS PROFILE RECOMMENDATION DOCUMENT, Version 2.0, 30.09.2011

[51] EUROCAE ED-222: AERONAUTICAL MOBILE AIRPORT COMMUNICATIONS SYSTEM (AeroMACS) PROFILE, November 2013

[52] ETSI EN 303 214 v1.2.1 DLS System; Community Specification for application under the Single European Sky Interoperability Regulation EC 552/2004; Requirements for ground constituents and system testing, April 2012

[53] RFC 2460 – “Internet Protocol, Version 6 (IPv6) Specification” (December 1998)

[54] WMF-T32-001-R016v01-Stage 2: Architecture Tenets, Reference Model and Reference Points

[55] RFC 3315 – “Dynamic Host Configuration Protocol for IPv6 (DHCPv6)” (July 2003)

[56] RFC 4862 – “IPv6 Stateless Address Autoconfiguration” (September 2007)

[57] AeroMACS PICS , WiMAX Forum: WMF-T24-003-R010-v01

[58] ETSI TS 102 624-2 v1.3.6 Conformance Testing for the Network Layer of HiperMAN/WiMAX terinal devices; Part 2: Test Suite Structure and Test Purposes (TSS&TP), September 2010

[59] EUROCAE ED-153: GUIDELINES FOR ANS SOFTWARE SAFETY ASSURANCE, August 2009

[60] ICAO Annex 10 – Aeronautical Communications - Vol III Communication Systems

http://www.sandra.aero/http://www.alvarion.com/index.php/products/breezemax/breezemaxr-extreme-5000http://en.wikipedia.org/wiki/List_of_the_busiest_airports_in_Europe

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[61] 664P1-1 Aircraft Data Network, Part 1, Systems Concepts and Overview

[62] 664P5 Aircraft Data Network, Part 5, Network Domain Characteristics and Interconnection

[63] AT4-ECTL-TN#18 Multicast and broadcast support in AeroMACS (October 2014)

[64] ICAO WG-S - AeroMACS SARPs (November 2014)

[65] NEWSKY Design Document, K. Leconte et al., deliverable 11 of NEWSKY project, v2.1, July 2009

[66] AT4-ECTL-TN#17 IPv6 and Ethernet CS test cases specification for AeroMACS (April 2014)

http://www.aviation-ia.com/cf/store/catalog_detail.cfm?item_id=667http://www.aviation-ia.com/cf/store/catalog_detail.cfm?item_id=560

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CHAPTER 2 AEROMACS NETWORK ARCHITECTURE

This chapter describes the functional component organization and operation principles of AeroMACS networks. The chapter is organized as follows: first, the network reference model from WiMAX Forum is described. Second, functional requirements affecting network design and service provision are listed. Third, the main functional entities are specified together with generic operation protocols, for a generic concrete network topology. Then, an example of airport network infrastructure is described as a guidance to find deployment options and points of attachment in the case of an AeroMACS network rollout. Finally, deployment models are proposed where AeroMACS network architecture leaves open aspects, namely: NSP & NAP deployment, airborne architecture and roaming scenarios.

2.1 Network Reference Model

2.1.1 Overview

The Network Reference Model (NRM) is a general logical representation of the network architecture including AeroMACS based on [22]. The NRM identifies functional entities and reference points over which interoperability is achieved between functional entities.

Each of the entities, MS, ASN and CSN represent a grouping of functional entities.

MS, ASN and CSN functions MAY be realized in single physical entities.

As an alternative approach:

MS, ASN and CSN functions MAY be distributed over multiple physical entities.

While the grouping and distribution of functions into physical devices within the ASN is an implementation choice, the AeroMACS architecture specification defines one ASN interoperability profile.

The intent of the NRM is to allow multiple implementation options for a given functional entity, and yet achieve interoperability among different realizations of functional entities. Interoperability is based on the definition of communication protocols and data plane treatment between functional entities to achieve an overall end-to-end function, for example, security or mobility management. Thus, the functional entities on either side of RP (Reference Point) represent a collection of control and Bearer Plane end-points. In this setting, interoperability will be verified based only on protocols exposed across an RP, which would depend on the end-to-end function or capability realized (based on the usage scenarios supported by the overall network).

The NRM specifies the normative use of protocols over an RP for such a supported capability. If an implementation claims support for the capability and exposes the RP, then the implementation needs to comply with this specification. This avoids the situation where a protocol entity can reside on either side of an RP or the replication of identical procedures across multiple RPs for a given capability.

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FIGURE 2: NETWORK REFERENCE MODEL

2.1.2 Reference Points

Figure 2 introduces several interoperability reference points. A Reference Point (RP) represents a conceptual link that connects different functions of different functional entities. RPs are not necessarily a physical interface. These functions expose various protocols associated with an RP.

All protocols associated with a RP MAY not always terminate in the same functional entity i.e., two protocols associated with a RP need to be able to originate and terminate in different functional entities.

The normative reference points between the major functional entities are in the following subsections.

2.1.2.1 Reference Point R1

Reference Point R1 consists of the protocols and procedures between MS and BS as part of the ASN per the air interface (PHY and MAC) specifications (see also ASN reference model outlined in section 2.1.3).

Reference point R1 MAY include additional protocols related to the management plane.


Reference Point R2 consists of protocols and procedures between the MS and CSN associated with Authentication, Services Authorization and IP Host Configuration management. This reference point is logical in that it does not reflect a direct protocol interface between MS and CSN.

The authentication part of reference point R2 runs between the MS and the CSN operated by the home NSP, however the ASN and CSN operated by the visited NSP MAY partially process the aforementioned procedures and mechanisms.

Reference Point R2 MAY support IP Host Configuration Management running between the MS and the CSN (operated by either the home NSP or the visited NSP).

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Reference Point R3 consists of the set of Control Plane protocols between the ASN and the CSN to support AAA, policy enforcement and mobility management capabilities. It also encompasses the Bearer Plane methods (e.g., tunnelling) to transfer user data between the ASN and the CSN. Some of the protocols foreseen on this RP are RADIUS and DHCP.

In the following some particular internetworking relationships will be described between ASN and CSN for

Sharing an ASN by multiple CSN,

Providing service to roaming MS.

These examples are described in detail in section 2.5.2 AeroMACS Network Architecture Interoperability Scope.


Reference Point R4 consists of the set of Control and Bearer Plane protocols originating/terminating in various functional entities of an ASN that coordinate MS mobility between ASNs and ASN-GWs. R4 is the only interoperable RP between similar or heterogeneous ASNs.


Reference Point R5 consists of the set of Control Plane and Bearer Plane protocols for internetworking between the CSN operated by the home NSP and that operated by a visited NSP.

2.1.3 ASN Reference Model

The ASN defines a logical boundary and represents a convenient way to describe aggregation of functional entities and corresponding message flows associated with the access services. The ASN represents a boundary for functional interoperability with AeroMACS clients, AeroMACS connectivity service functions and aggregation of functions embodied by different vendors. Mapping of functional entities to logical entities within ASNs as depicted in the NRM is informational.

2.1.3.1 ASN Decomposition

The ASN reference model is illustrated in Figure 3. An ASN shares R1 reference point (RP) with an MS, R3 RP with a CSN and R4 RP with another ASN. The ASN consists of at least one instance of a Base Stations (BS) and at least one instance of an ASN Gateway (ASN-GW). A BS is logically connected to one or more ASN Gateways. The R4 reference point is the only RP for Control and Bearer Planes for interoperability between similar or heterogeneous ASNs. Interoperability between any types of ASNs is feasible with the specified protocols and primitives exposed across R1, R3 and R4 Reference Points.

When ASN is composed of an ASN-GWs (where n > 1), Intra ASN mobility MAY involve R4 control messages and Bearer Plane establishment.

For all applicable protocols and procedures, the Intra-ASN reference point R4 needs to be fully compatible with the Inter-ASN equivalent.

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FIGURE 3: ASN REFERENCE MODEL

2.1.3.2 BS Definition

The AeroMACS Base Station (BS) is a logical entity that embodies a full instance of the MAC and PHY in compliance with the AeroMACS Specifications and MAY host one or more access functions. A BS instance represents one sector with one frequency assignment. It incorporates scheduler functions for uplink and downlink resources, which will be left for vendor implementation and are outside the scope of this document.

Connectivity (i.e., reachability) of a single BS to more than one ASN-GW MAY be required as a redundancy option.

2.1.3.3 ASN Gateway Definition

The ASN Gateway (ASN-GW) is a logical entity that represents an aggregation of Control Plane functional entities that are either paired with a corresponding function in the ASN (e.g. BS instance), a resident function in the CSN or a function in another ASN. The ASN-GW MAY also perform Bearer Plane routing or bridging function.

ASN-GW implementation MAY include redundancy and load-balancing based on radio parameters among several ASN-GWs.

ASN-GW implementation MAY include load-balancing based on SLA requirements of the MSs.

NOTE: The implementation details are out of scope for this document.

For every MS, a BS is associated with exactly one default ASN GW.

2.1.4 ASN Reference Points


Reference point R6 consists of the set of control and Bearer Plane protocols for communication between the BS and the ASN-GW. The Bearer Plane consists of intra-ASN data path between the BS and ASN-GW. The Control Plane includes protocols for data path establishment, modification, and release control in accordance with the MS mobility events. R6 also serves as conduit for exchange of MAC states information between neighbouring BSs except when protocols and primitives over R8 are defined. The main protocol used in this interface is an IP-in-IP tunnelling protocol, named GRE (Generic Encapsulation Protocol). This leads to the forwarding and transport of

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Ethernet packets coming from the ASN to CSN. Another mean to achieve that is the end-to-end VLAN service.


Reference Point R8 is not used in real implementation therefore out of scope.

2.1.4.3 Reference Points

Supported capabilities across reference points R1– R5 (based on usage scenarios), and the normative definition of interoperable protocols/procedures for each supported capability is within the scope of AeroMACS Network Architecture specification. Control Plane definition message flows and Bearer Plane data flows for interoperable R6 are within the normative scope of the AeroMACS Network Architecture specification.

2.1.4.4 ASN Functions

The normative definition of protocols, messages, and procedures to support ASN functions and capabilities, independent of specific grouping of these capabilities into physical realizations, is within the scope of AeroMACS Network Architecture specification. The functional decomposition is the preferred methodology of AeroMACS Network Architecture without specific reference to any logical or physical network entities. Additionally, only one ASN Profile has been defined in scope of AeroMACS Network Architecture.

2.1.5 CSN Reference Model

CSN internal reference points are out of scope of this specification.

2.1.6 AeroMACS ASN Profile

A profile maps ASN functions into BS and ASN-GW so that protocols and messages over the exposed reference point are identified. The following text describes the three WMF profiles of an ASN based on the current Stage 2 specifications. These three profiles show three possible implementations of the ASN and do not necessarily mandate a vendor to support all three.

AeroMACS ASN SHALL support WiMAX Forum profile C as described below.

NOTE 1: The specifications for profiles A and B are provided for information only.

NOTE 2: The depiction of a function on either the ASNGW or the BS in the figures below does not imply that the function exists in all manifestations of this profile. Instead, it indicates that if the function existed in a manifestation it would reside on the entity shown. Identification of the ASN profiles was done for the specific goal of providing a bound framework for interoperability among entities inside an ASN.

2.1.6.1 Profile A

ASN functions are mapped into ASN-GW and BS as shown in Figure 4. Some of the key attributes of Profile A are:

HO Control is in the ASN GW.

RRC is in ASN GW that allows RRM among multiple BSs.

ASN Anchored mobility among BSs is achieved by utilizing R6 and R4 physical connections.

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FIGURE 4: WMF ASN PROFILE A

For more details refer to [22].

2.1.6.2 Profile B

Profile B ASNs are characterized by unexposed intra-ASN interfaces and hence intra-ASN interoperability is not specified. However, Profile B ASNs are capable of interoperating with other ASNs of any profile type via R3 and R4 reference points. Inter-ASN anchored mobility is possible via R4.

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FIGURE 5: WMF ASN PROFILE B


2.1.6.3 Profile C

According to Profile C, ASN functions are mapped into ASN-GW and BS as shown in Figure 6. Key attributes of Profile C are:

HO Control is in the Base Station.

RRC is in the BS that would allow RRM within the BS. An “RRC Relay” is in the ASN GW, to relay the RRM messages sent from BS to BS via R6.

As in Profile A, ASN Anchored mobility among BSs is achieved by utilizing R6 and R4 physical connections.

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FIGURE 6: WMF ASN PROFILE C


2.2 Functional requirements

The scope of this section is to address general requirements related to the access and connectivity network that have impact on an AeroMACS deployment. It deals with elements from the standardized architecture engaged to the AeroMACS deployment and integration with the overall airport system, which are out of the scope of the radio data link specification.

2.2.1 Access Service Network (ASN) requirements

AeroMACS surface data link SHALL operate independently to other access network technology on the backbone or ground side.

AeroMACS architecture SHALL NOT preclude inter-technology handovers (HOs).

AeroMACS convergence sublayer SHALL support IPv4 CS and IPv6 CS.

AeroMACS convergence sublayer MAY support ETH_CS.

AeroMACS SHALL route the inbound and outbound IP packets to/from the backbone network according to any of the following matching rules available: Protocol field, IP Masked Source Address parameter, IP Masked Destination Address parameter, Protocol Source Port Range field, Protocol Destination Port Range field, IEEE 802.1Q VLAN ID field, IP Type of Service (DS bytes), and others.

AeroMACS architecture SHALL give the means to mitigate security risk propagation from vulnerable AeroMACS ASN elements (mainly ASN-Gateway) to the backbone of the Communication infrastructure.

2.2.2 Core Service Network (CSN) requirements

AeroMACS SHALL use IP radio and ground Internet Protocol (IP) compliant with ICAO 9896 [12].

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AeroMACS SHALL support IPv6.

AeroMACS SHALL support IPv4.

NOTE: Support of IPv4 is required in order to be interoperable with legacy systems.

AeroMACS infrastructure SHALL give support to network addressing for vehicles and aircraft in the home and visited networks without distinction.

Mobile IPv6 SHALL be implemented by a Mobility Service Provider (MSP) in compliance with ICAO 9896 standard for communication with aircraft.

A MS SHALL get a dynamic IP address.

The vehicles which have been allocated the same address SHALL not operate on the same aerodrome.

NOTE 1: AeroMACS implements IPv6 addressing architecture as specified in RFC 4291 and uses globally scoped IPv6 addresses.

NOTE 2: ATN/IPS MSPs containing AeroMACS networks obtain IPv6 address prefix assignments from their local Internet registry (LIR) or regional Internet registry (RIR).

NOTE 3: MSPs obtain a /32 IPv6 address prefix assignment for the exclusive use of AeroMACS MS. MSPs advertise their /32 aggregate prefix to the ATN/IPS.

AeroMACS SHALL support multiple NSPs for provisioning ATC/AOC services over the same data link.

AeroMACS infrastructure SHALL provide the capability to the subscriber to select the preferred CSN/NSP.

ASN-GW SHALL support GRE tunnelling on R6 interface.

NOTE: ASN routers support dual network layer stack, tunnelling or protocol conversion, as specified in ICAO Doc 9896, for connecting IPv6 core networks to AeroMACS ASN network which can go over IPv4 stack.

2.2.3 Service Provision Requirements

The network infrastructure SHALL enable provision of ATC services to all equipped aircraft.

The network infrastructure SHALL enable provision of AOC services to equipped aircraft.

The network infrastructure SHALL enable provision of airport operation related services (communication with the surface vehicles).

All NAP and NSP SHOULD be able to support ATC service provision to all aircraft independently from their AOC/AAC contracts.

Airlines that do not subscribe any AOC/AAC contract over AeroMACS SHOULD be accepted on NAP and NSP networks for ATC only service provision

NOTE: Authentication procedures need to be supported to enable authorization of such services by the ATC service provider to any aircraft that has been authenticated in the Home NSP.

All ground networks SHALL advertise to the mobile subscribers the types of service it can provide: ATC, AOC and airport operation.

Types of service information advertised by the mobile subscriber SHOULD be updated depending on real-time status of connectivity.

All NAP and NSP SHALL have the same authentication mechanism and logon process for aircraft.

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2.3 Functional architecture

The Network Reference Model (NRM) addressed in section 2.1, based on WiMAX Forum NWG documentation [23], depicts the normative use of protocols, interfaces (commonly named reference points) and functional entities, and is valid to support the integration of AeroMACS datalink within the backbone and give the corresponding service support. The overall principles followed to specify AeroMACS functional architecture are:

Functional decomposition: The proposed architecture allows that required features are decomposed into functional entities. The reference points are means to provide multivendor interoperability. AeroMACS BS multivendor interoperability will be described in section 9.1. For interoperability purposes, special care must be paid to the reference points R1 and R6 of the ASN reference model. Intra ASN mobility will imply full support of R6 control messages

Modularity and flexibility: The modularity of the architecture proposed gives means to adapt it to different AeroMACS deployments and the interconnection to the ground infrastructure. As an example, the interconnection of different CSN topologies with just one single access network is permitted. The architecture also eases the scalability of the network in case after initial deployment the number of BSs installed within the airport needs to be increased in order to support more users.

Decoupling the access and connectivity services: This architecture enables full mobility with end-to-end QoS and security support making the IP connectivity network independent from AeroMACS radio specification and full PHY/MAC standard. In consequence, this allows for unbundling of access infrastructure from IP connectivity services.

Support to a variety of business models: AeroMACS architecture supports the sharing of different aviation business models. The architecture allows a logical separation between the network access provider (NAP), the entity that owns and/or operates the access network, the network service provider (NSP) and the application service providers (ASP). It is expected to have just one single ASN-GW deployed in the airport domain. While one ASN-GW is generally used, there may be implementations with more than one single ASN-GW in the ASN.

The reference points can represent a set of protocols to give control and provide management support on the bearer plane. On an overall hypothetic deployment, functional entities here depicted could be matched to more than one physical device. In a similar manner, most of the reference points are left open. The architecture does not preclude different vendor implementations based on different decompositions or combinations of functional entities as long as the exposed interfaces comply with the procedures and protocols specified by WiMAX Forum NWG for the relevant reference points.

2.3.1 Business entities (NAP, V-NSP, H-NSP)

Aviation business model and hence contractual agreements between parties can have an impact on the network topology that supports AeroMACS service provision. Figure 7 depicts the overall contractual case and entities involved on behalf of provisioning services to the subscribers. AeroMACS architecture supports the discovery and selection of one or more accessible NSPs by a subscriber.

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Figure 7: Overall relations between AeroMACS business entities [10]

The NAP is the entity that owns and operates the access network providing the radio access infrastructure to one or more NSPs. Correspondingly; the NSP is the entity that owns the subscriber and provides it with IP connectivity and services by using the ASN infrastructure provided by one or more NAPs. A NSP can be attributed as home or visited from the subscriber’s point of view. A home NSP maintains service level agreements (SLA), authenticates, authorizes, and charges subscribers. A home NSP can settle roaming agreements with other NSPs, which are called visited NSPs and are responsible to provide some or all subscribed services to the roaming users. Within the aeronautical environment, the following actors could make use of AeroMACS business entities:

ANSP (Air Navigation Service Provider)

Airport telco operator

Airline

ACSP (Aeronautical Communication Service Provider), e.g. AVICOM, SITA, ARINC, ADCC

New/other global CSP (Communication - Mobility Service Providers)

A summary of NAP/V-NSP/H-NSP services and possible actors is depicted in Table 1 below. It is assumed that aircraft mobility will be managed by a central Mobility Service Provider (ACSP or CSP) (ARINC, SITA, others) acting as the H-NSP for aircraft.

Table 1: Possible actors for NAP/V-NSP/H-NSP functions

Airport telco operator

ANSP ACSP CSP Airline

NAP x x x x

V-NSP x x x x x

H-NSP x (for vehicles) x x x x

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2.3.2 Network entities

A foreseeable layout of the AeroMACS network entities is depicted in Figure 8. The functional network entities described here are: Mobile Subscriber (MS), Base Station (BS), ASN Gateway (ASN-GW, comprising DHCP relay, AAA client and FA functions), AAA proxy/server, Home Agent (HA), airborne router (AR) and end systems.

Figure 8 presents an example of a high-level functional

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