Seamless networking for aeronautical communications: One major aspect of the SANDRA concept

A Network Emulation Testbed for Complex Topologies of Wired M-Bus According to EN13757

“… The project "Seamless Aeronautical networking through integration of Data-Links, Radios, and Antennas" (SANDRA) defined and validated a new reference aeronautical communication architecture. The development of a testbed was a central aspect of the project [5]. This testbed focuses on a joint resource management of integrated routers and integrated modular radio as well as on a network mobility, and security [6].…”

Reliable Aeronautical Services Protocol: Motivation, design, and performance

“…It implements recovery functions based on retransmission to deal with losses, likely to occur in aeronautical links, and message segmentation to cope with transmission of large messages exceeding maximum transmission unit (MTU) size. Finally, RASP is implemented on top of UDP, in order to be transported over IP-based architectures, which will be the baseline for future ATM communications [2].…”

“…According to the Communications Operating Concept and Requirements (COCR) document [1], ATM data traffic is organised in messages, which exhibit bursty interarrival times (up to several minutes), small payload size (few hundreds of bytes), and strict requirement in terms of maximum delay (usually less than 1 second) for the message transfer. As such, the design of the protocol architecture suited to transport aeronautical services has to be carefully carried out to meet the reliability and delay transfer constraints [2]. In particular, some attention has to be dedicated to the possible adoption of TCP and UDP as transport protocols, which cannot easily match the aforementioned service characteristics.…”

SDMA-Based Aeronautical Machine-to-Machine Communications under SINR Constraints

“…It is planned to be deployed from 2017 and allowed to enter into services beyond 2020), which has already been scheduled and will be employed in the following decade [1,2]. Therefore, the future air to ground (A/G) datalink is foreseen to support continuous interactions between the flight management system (FMS) onboard and the ground ATC system for real-time automatic monitoring and control [3][4][5][6]. Since an ATC message payload generally contains only hundreds of bits (e.g., position coordinates and timestamps) [7] and needs to be updated frequently (e.g., 16 times per second) [8,9], future aeronautical communications can be considered as typical short messages noisy (SMN) machineto-machine (M2M) communications.…”