Re: [Raw] RAW use-cases draft

["Georgios Z. Papadopoulos" <[e-mail]>]

Dear Corina,

Thank you so much for this.
We should work now on the .02 version.

Keep you posted,
Georgios



> On Dec 2, 2019, at 14:26, Dr. Corinna Schmitt <[e-mail]> wrote:
> 
> Dear Georgies,
> 
> I do not know if Nils already answered as he is currently traveling.
> So here is some text copied from out LDACS draft (https://tools.ietf.org/html/draft-maeurer-raw-ldacs-00 <https://tools.ietf.org/html/draft-maeurer-raw-ldacs-00>) from Chapter 3 entitled "Motivation and Use Cases:
> 
> 
> 3 <https://tools.ietf.org/html/draft-maeurer-raw-ldacs-00#section-3>.  Motivation and Use Cases
> 
> 
> 
>    Aircraft are currently connected to Air-Traffic Control (ATC) and
>    Airline Operational Control (AOC) via voice and data communications
>    systems through all phases of a flight.  Within the airport terminal,
>    connectivity is focused on high bandwidth communications, while
>    during en-route high reliability, robustness, and range is the main
>    focus.  Voice communications may use the same or different equipment
>    as data communications systems.  In the following the main
>    differences between voice and data communications capabilities are
>    summarized.  The assumed use cases for LDACS completes the list of
>    use cases stated in [RAW-USE-CASES <https://tools.ietf.org/html/draft-maeurer-raw-ldacs-00#ref-RAW-USE-CASES>] and the list of reliable and
>    available wireless technologies presented in [RAW-TECHNOS <https://tools.ietf.org/html/draft-maeurer-raw-ldacs-00#ref-RAW-TECHNOS>].
> 
> 3.1 <https://tools.ietf.org/html/draft-maeurer-raw-ldacs-00#section-3.1>.  Voice Communications Today
> 
> 
> 
>    Voice links are used for Air-To-Ground (A/G) and Air-To-Air (A/A)
>    communications.  The communication equipment is either ground-based
>    working in the High Frequency (HF) or Very High Frequency (VHF)
>    frequency band or satellite-based.  All voice communications is
>    operated via open broadcast channels without any authentication,
>    encryption or other protective measures.  The use of well-proven
>    communication procedures via broadcast channels helps to enhance the
>    safety of communications by taking into account that other users may
>    encounter communication problems and may be supported, if required.
>    The main voice communications media is still the analogue VHF Double
>    Side-Band Amplitude Modulation (DSB-AM) communications technique,
>    supplemented by HF Single Side-Band Amplitude Modulation (SSB-AM) and
>    satellite communications for remote and oceanic areas.  DSB-AM has
>    been in use since 1948, works reliably and safely, and uses low-cost
>    communication equipment.  These are the main reasons why VHF DSB-AM
>    communications is still in use, and it is likely that this technology
>    will remain in service for many more years.  This however results in
>    current operational limitations and becomes impediments in deploying
>    new Air-Traffic Management (ATM) applications, such as flight-centric
>    operation with point-to-point communications.
> 
> 3.2 <https://tools.ietf.org/html/draft-maeurer-raw-ldacs-00#section-3.2>.  Data Communications Today
> 
> 
> 
>    Like for voice, data communications into the cockpit is currently
>    provided by ground-based equipment operating either on HF or VHF
>    radio bands or by legacy satellite systems.  All these communication
>    systems are using narrowband radio channels with a data throughput
>    capacity of some kilobits per second.  While the aircraft is on
>    ground some additional communications systems are available, like
>    Aeronautical Mobile Airport Communication System (AeroMACS),
>    operating in the Airport (APT) domain and able to deliver broadband
>    communication capability.
> 
>    The data communication networks used for the transmission of data
>    relating to the safety and regularity of the flight must be strictly
>    isolated from those providing entertainment services to passengers.
>    This leads to a situation that the flight crews are supported by
>    narrowband services during flight while passengers have access to
>    inflight broadband services.  The current HF and VHF data links
>    cannot provide broadband services now or in the future, due to the
>    lack of available spectrum.  This technical shortcoming is becoming a
>    limitation to enhanced ATM operations, such as Trajectory-Based
>    Operations (TBO) and 4D trajectory negotiations.
> 
>    Satellite-based communications are currently under investigation and
>    enhanced capabilities are under development which will be able to
>    provide inflight broadband services and communications supporting the
>    safety and regularity of the flight.  In parallel, the ground-based
>    broadband data link technology LDACS is being standardized by ICAO
>    and has recently shown its maturity during flight tests [SCH191 <https://tools.ietf.org/html/draft-maeurer-raw-ldacs-00#ref-SCH191>].
>    The LDACS technology is scalable, secure and spectrum efficient and
>    provides significant advantages to the users and service providers.
>    It is expected that both - satellite systems and LDACS - will be
>    deployed to support the future aeronautical communication needs as
>    envisaged by the ICAO Global Air Navigation Plan (GANP). 
> 
> 
> 
> 
> 
> Regards,
> Corinna
> 
> 
> 
> Am 28.11.19 um 13:01 schrieb Georgios Z. Papadopoulos:
>> Hello Nils,
>> 
>> Could you please provide some text about the aeronautical communications use case thus, we could update the draft accordingly.
>> Or you could directly integrate it to the draft.
>> 
>> thanks,
>> Georgios
> 
> -- 
> ******************************************************
> 
> Dr. Corinna Schmitt
> Researcher and Laboratory Supervisor
> 
> Research Institute CODE
> Universität der Bundeswehr München
> 
> Werner-Heisenberg-Weg 39
> 85577 Neubiberg, Germany
> 
> Phone: [phone]
> Email: [e-mail] <mailto:[e-mail]>
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