Impact Assessment of the L-Band Digital Aeronautical Communications System on the Joint Tactical Information Distribution System

Bellido-Manganell, Miguel A.; Gräupl, Thomas; Schnell, Michael

doi:10.1109/tvt.2019.2898524

Cited by 8 publications

(7 citation statements)

References 13 publications

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“…Internationally, LDACS is reflected in the Global Air Navigation Plan [7] of the International Civil Aviation Organization (ICAO), and is currently undergoing the ICAO standardization process. The development of LDACS has already achieved important milestones: LDACS has been specified [8], evaluated through computer simulations [9] and laboratory tests [10], and its compatibility with other aeronautical CNS systems has been assessed [11]- [13]. In addition, LDACS draft Standards and Recommended Practices (SARPS) [14] have been endorsed by ICAO's Communications Panel.…”

Section: Introductionmentioning

confidence: 99%

LDACS Flight Trials: Demonstration and Performance Analysis of the Future Aeronautical Communications System

Bellido-Manganell

Gräupl

Heirich

et al. 2022

IEEE Trans. Aerosp. Electron. Syst.

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The L-band Digital Aeronautical Communications System (LDACS) is a key enabler of the new air traffic services and operational concepts necessary for the modernization of the air traffic management (ATM). After its initial design, compatibility tests with legacy L-band systems, and functional demonstrations in the laboratory, the system is currently undergoing the standardization process of the International Civil Aviation Organization (ICAO). However, LDACS has not been demonstrated in flight yet. In this paper, we present the first in-flight demonstration of LDACS, which took place in March and April 2019 in southern Germany and included four LDACS ground stations and one LDACS airborne station. We detail the experimental setup of the implemented LDACS ground and airborne stations together with the flight routes, the conducted experiments, and the frequency planning to ensure compatibility with legacy systems. In addition, we describe the demonstrated ATM applications and the security measures used to protect them. Based on the obtained measurement results, we evaluate the LDACS in-flight communication performance for the first time, including the achieved communication range, the measured end-to-end message latency, and the LDACS capability to provide quality of service by effectively prioritizing safety-relevant data traffic. Furthermore, we use the in-flight received signal power to assess the applicability of a theoretical path loss model. These flight trials contribute to the final steps in the development of LDACS by providing its in-flight communication performance and by demonstrating: first, its correct functionality in a realistic environment; second, its capability of supporting ATM applications and the advanced security measures that can be used to protect them; and third, its spectrum compatibility with legacy systems. We conclude that LDACS is ready to support ATM operations and that LDACS frequency planning can safeguard legacy systems successfully.

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Section: Introductionmentioning

confidence: 99%

LDACS Flight Trials: Demonstration and Performance Analysis of the Future Aeronautical Communications System

Bellido-Manganell

Gräupl

Heirich

et al. 2022

IEEE Trans. Aerosp. Electron. Syst.

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“…In addition, although it is not used broadly, the universal access transceiver (UAT) system operates at 978 MHz. Another user of the Lband is the JTIDS/MIDS military communications system, which uses pseudo-random frequency hopping to quickly switch among 51 frequency channels distributed in three subbands between 969 MHz and 1206 MHz [9]. In addition, in order to protect the radionavigation satellite service (RNSS) operating in the upper part of the L-band, the ITU Resolution 417 restricts the maximum equivalent isotropic radiated power (EIRP) that an AM(R)S system can employ in the 960-1164 MHz frequency band [10].…”

Section: Ldacs A/g and A2amentioning

confidence: 99%

Feasibility of the Frequency Planning for LDACS Air-to-Air Communications in the L-Band

Bellido-Manganell

Schnell

2021

2021 Integrated Communications Navigation and Surveillance Conference (ICNS)

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The 960-1215 MHz frequency range in the L-band is allocated worldwide on a primary basis to the aeronautical radio navigation service (ARNS). At the World Radio Conference 2007, the frequency range 960-1164 MHz within the L-band was additionally allocated to the aeronautical mobile (route) service (AM(R)S) on a co-primary basis to allow future communication systems to share large parts of the L-band with the existing radio navigation services. The L-band digital aeronautical communications system (LDACS) will operate its air-ground (A/G) and air-to-air (A2A) data links under AM(R)S allocation in the L-band ensuring spectrum sharing without mutual harmful interference. In this paper, we propose a frequency planning methodology for the LDACS A2A data link yielding no harmful interference towards the legacy systems operating in the L-band. We also assess the feasibility of the LDACS A2A frequency planning in the north-east coast of North America, the North Atlantic Corridor, and western Europe. Our results indicate that LDACS A2A can operate in the 960-1164 MHz frequency range without affecting the proper operation of the legacy systems. Whilst the available spectrum is maximized in oceanic airspace and reduced in continental airspace, LDACS A2A can employ numerous frequency channels in most locations. The lower part of the L-band presents the most promising results, as LDACS A2A can operate there in any considered location. In fact, the lowest frequencies can be used anywhere in the considered region, which might allow LDACS A2A to have a globally available frequency channel for its operation.

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“…However, the continuous movement of satellites requires complex communication infrastructure and inter-satellite link design. On the other hand, aircraft can also communicate with ground-based transmitters through air-to-ground connectivity (ATG) [12][13][14][15][16][17][18] using L-band digital aeronautical communication system (LDACS). However, the ATG communication channel suffers severely from multipath fading [16] and the L-band suffers from congestion [13] and did not become a suitable candidate for providing high-speed Internet connectivity for aircraft to support the three data domains required by ICAO [2].…”

Section: Related Workmentioning

confidence: 99%

“…Most of the designated frequencies for 5G services and networks are ranging from 3.5 GHz up to 66 GHz [30]. The carrier frequencies are organized in two sets namely FR1 and FR2 where FR1 frequencies are sub 6 GHz while FR2 are above 6 GHz [17]. In this paper, we will modify these two sets to include 3.5, 6, and 10 GHz in FR'1 while FR'2 includes 26, 28, 40, 50 and 66 GHz.…”

Section: Atmospheric Gaseous Losses Profile For Aircraft-stratospherimentioning

confidence: 99%

Modelling, Investigation, and Feasibility of Stratospheric Broadband mm-Wave 5G and beyond Networks for Aviation

Albagory

2020

Electronics

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Recent advances in communication systems provide an enabling technology for aircraft connection and safety. A promising communication system that uses stratospheric platforms provides an efficient and improved communication performance and can be an efficient solution for establishing communication networks for aviation. Therefore, in this paper, a novel communication network based on stratospheric basestation (SB) is proposed to provide fifth-generation (5G) and beyond services for civil aviation aircrafts to improve global flight connectivity, control, and safety. The proposed aircraft–SB network is demonstrated, and its coverage geometry is modelled and investigated. As the 5G and beyond networks use millimeter wave frequency bands (mm-wave), the performance of different atmospheric losses including gaseous absorption, rain, and fog/cloud is analyzed to investigate the system’s practical feasibility at different 5G proposed frequencies ranging from 3.5 to 66 GHz through a flight model including three distinct stages which are takeoff/landing, climbing/descending, and cruise stages. Also, handover scenarios in the proposed aircraft–SB network are investigated and analyzed at the proposed 5G frequencies. In addition, the aircraft–SB 5G network is compared to the most recent low-Earth orbit (LEO) Internet satellites where the proposed system is expected to provide low latency, less atmospheric attenuation, longer aircraft–SB link duration, and very low handover rate.

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Impact Assessment of the L-Band Digital Aeronautical Communications System on the Joint Tactical Information Distribution System

Cited by 8 publications

References 13 publications

LDACS Flight Trials: Demonstration and Performance Analysis of the Future Aeronautical Communications System

LDACS Flight Trials: Demonstration and Performance Analysis of the Future Aeronautical Communications System

Feasibility of the Frequency Planning for LDACS Air-to-Air Communications in the L-Band

Modelling, Investigation, and Feasibility of Stratospheric Broadband mm-Wave 5G and beyond Networks for Aviation

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