This document discusses aeronautical communication and provides an overview of key topics in the field. It introduces aeronautical communication and its increasing importance for passenger experience and airline operations. George Cayley is identified as the father of aeronautical communication for his pioneering work in the principles of flight in the late 18th/early 19th century. The document also outlines some of the technical standards and architectures used for wireless communication in aircraft cabins, including UMTS, Bluetooth, and IEEE 802.11b. It discusses the role of satellites for aircraft connectivity, particularly over oceanic regions, and considerations for integrating different wireless services on aircraft.

2. AERONAUTICAL
COMMUNICATION

3. CONTENTS
• 1. INTRODUCTION
• 2.FATHER OF AERONAUTICAL COMMUNICATION
• 3.TECHNICAL OVERVIEW
• 4.CABIN ARCHITECTURE
• 5.SATELLITE CONNECTION
• 6.SERVICE INTEGRATOR
• 7.INTERFERENCE
• 8.COLLECTIVELY MOBILE HETROGENEOUS NETWORK
• 9.ROLL OF SATELLITE SYSTEM IN FUTURE
• 10.CONCLUSION
• 11.REFERENCE

4. INTRODUCTION
• 1. The demand for making air travelling more pleasant, secure and productive for passengers is
one of the winning factors for airlines and aircraft industry.
• 2. Current trends are towards high data rate communication in continuous service ,also in
aeronautical scenario global coverage proving for continuous service, Therefore satellite
becomes indispensable and due to this aeronautical satellite communication meets expensive
market.
• 3. Wireless cabin is looking into those radio access technologies to be transported via satellite
to terrestrial backbones .The project will provide UMTS services ,W-LAN IEEE 802.11 b and
Bluetooth to the cabin passengers with the advent of new services a detailed investigation of
the expected traffic is necessary in order to plan the needed capacities to full fill the QOS
demands.
• 4. Aeronautical communication system must be reliable and efficient. Connection to
aeronautical networks is considered to be achieved by satellites with large coverage areas
especially over oceanic regions during long-haul flights. The services concept needs to take
into account today’s peculiarities of satellite communication ,it must with available or in near
future ,thus the bandwidth that is requested to the available standard interfaces of the wireless
standard needs to be adapted to the available bandwidth (typically :432kb/s down link,144kb/s
up-links (Inmarsat)),or 5Mb/s IN down-links,1.5Mb/s in up link.

5. FATHER OF AERONAUTICAL
COMMUNICATION
• 1.The father of aeronautical communication is GEORGE CAYLEY.
• 2.He was born on 27 December 1773 in Scarborough Yorkshire , England,
Kingdom of Great Britain and his death occurred in 15 December 1857 in
Brompton , Yorkshire ,England, United Kingdom.
• 3.He was a British citizenship ,Nationality was English , and his fields were
Aviation ,Aerodynamics , Aeronautics ,Aeronautical Engineering.
• 4.He known for designed first successful human glider , discovered the four
aerodynamic forces of flight weight , lift , drag , thrust and cambered wings
, basis for the design of the modern aeroplane . He were the first person to
understand the underlying principles and forces of flight.

6. TECHNICAL OVERVIEW
• 1 UTMS –The universal Mobile Telecommunication System (UTMS) is the third
generation mobile communication system being developed within the IMT -2000
framework .
• 2.UTMS will build on and extend the capability of today’s mobile technology
(like digital cellular and cordless ) by providing increased capacity ,data capacity
,data capability and a far greater rang of services.
• 3.Blutooth operates in the unlicensed 2.4-GHz ISM (industrial , Scientific and
medical ) band and uses a frequency –hopping spread spectrum (FHSS)
technique to minimize interference. A Bluetooth unit has a nominal rang of
approximately 10 meters .
• 4.IEEE802.11B-Wireless local area networking (WLAN) radio technology
provides superior bandwidth compared to any cellular technology. The IEEE
802.11b standard offers a maximum throughput of 6.5 Mbps working in the
same 2.4 GHz ISM band as Bluetooth by the use of sequence spread spectrum
(DSSS).

7. CABIN ARCHITECTURE
• 1.So far, GSM telephone is prohibited in commercial aircraft due to the uncertain
certification situation and the expected high interference levels of the TDMA
technology.
• 2. With the advent of spread spectrum systems such as UMTS and W-LAN, and low
power pico –cell access such as Bluetooth this situation is likely to change
,especially if new aircraft avionics technologies are considered, or if the
communications technologies are in line with aircraft development as today.
• 3.When wireless access technologies in aircraft cabins are envisaged for passenger
service, the most important standards for future use are considered to be: UTMS
with UTRAN air interface, BLUETOOTH , and W-LAN IEEE 802.11b. Of course,
these access technologies will co-exist with each other, beside conventional IP fixed
wired networks.
• 4. The wireless access solution is compatible with other kinds of IFE ,such as live
TV on board or provision of internet access with dedicated installed hardware in
the cabin seats . Hence ,it should not be seen as an alternative to be seen as an
alternative to wired architecture in an aircraft, but as a complementary service for
the passengers.

8. SATELLITE CONNECTION
• 1.Connection to telecom networks is considered to be achieved by
satellites with large coverage areas especially over oceanic regions
during long haul flights.
• 2. The service concept needs to take into account today’s peculiarities
of satellite communication , thus it must cope with the available or in
near future available satellite technology, and inter working must be
performed at aircraft interface level with the satellite technology.
• 3. Currently, few geostationary satellites such as the in mars at fleet are
available for two-way communications, the cover the land masses and
the oceans.
• 4.Ku-band may be used on a secondary allocation basis for
aeronautical mobile satellite services (AMSS) but bandwidth is scarce
and coverage is mostly provided over continents.
• 5.K/Ka-band satellites will be launched in the near future , again here
continental coverage is mainly intended.

9. SERVICE INTEGRATOR
• 1.The different wireless access services of UMTS ,W-LAN and
Bluetooth require an integration of services over the satellite .The
central part of service portfolio provisioning is the service
integrator (SI).
• 2.The service integrator will provide the interfaces for the wireless
and wired service access points in the cabin ,as well as the
interfaces to the terrestrial networks at aircom provider site .
• 3.All services will be bundled and transported between a pair of
service integrators. It performs the encapsulation of the services
and the adaptation of the protocols.
•

10. INTERFERENCE
• 1.Once the earlier described measurement finish ,four types of interference within the CMHN have to
be studied: the co-channel interference among the terminal of different wireless access segment.
• 2.The inter-segment interference between terminals of different wireless networks ,the cumulative
interference of all simultaneous active terminals with the aircraft avionics equipment and the
interference of the CMHN into terrestrial networks.
• 3.From the co-channel interference analysis the in-cabin topology planning will be derived .For this
reason it is important to consider different AP location during the measurements.
• 4.It is not expected to have major problem due to interference from UTMS towards WLAN and
Bluetooth ,thanks to the different working frequency ,on the other hand ,particular interest has to be
paid in the interference between Bluetooth and WLAN.

11. COLLECTIVELY MOBILE
HETEROGENEOUS NETWORK
• 1. The concept of having several users, Which are collectively on the
move forming a group with different access standards into this group,
is called Collectively Mobile Heterogeneous Network (CMHN).
• 2. In such a scenario one can find two types of mobility and two types
of heterogeneity : the user mobility inside the group from one side.
• 3. Heterogeneous access segment and heterogeneous user access
standards from the other side.
• 4. The aircraft cabin represents a CMHN supporting three types of
wireless (user mobility) access standards (heterogeneous user access )
inside an aircraft (the mobile group ) using one or more satellite
access segment.

12. ROLL OF SATELLITE IN FUTURE
• 1. AERONAUTICAL MOBILE SATELLITE SERVICE (AMSS)but bandwidth is scarce and coverage is
mostly provided over continents . K/K a-band satellites will be launched in the near future again here
continental coverage is mainly intended. Mobile satellite system will very important for us if it will be
available for us because if we stayed in Aeroplane important persons can call someone to call to for any
emergency.
• 2. Currently , in continental areas, mobile communications use a narrowband VHF voice system
combined with a VHF digital data link e.g. VDL (VHF Digital link ) mode 2.The VHF network is
composed of terrestrial antennas connected with gateway routers to a backbone network in which the
service are located . VHF is a very mature and reliable technology, it presents some disadvantages , it
requires several remote ground stations to achieve the coverage that implies high operating cost due
to links between ATC center and remote radio stations.
• 3. The efforts described above have led to the understanding of aeronautical of aeronautical
communications research and technology development needs for ATM applications described next .And
that the refining and updating of these needs will be an on-going process as new information is gained
through studies ,modeling and simulation tests and experimentation.

13. CONCLUSION
 1. From the users point of view ,their service acceptance will be increased by the following facts: they can be
reached under their usual telephone number .
 2. They may be have available telephone numbers or other data stored in their cell phones or PDAs, their laptops
have the software they are used to ,the documents they need and with their personalized configuration (starting web
site , bookmarks, address book).
 3. In addition ,since users in an aircraft are passengers, the electronic devices they carry with them, is wireless ,like
laptops with WLAN interface.
 4. Currently, One of the major IFE costs is due to film copies and delivery expensive of new movies. Hence , it
should not be seen as an alternative to a wired architecture in aircraft, but as an added service for passengers.

14. REFERENCES
[1] Passenger Multimedia Service Concept Via Future Satellite System, A. Jahan, M. Holzbock Institute of Communication
and Navigation, Germany.
[2] Aeronautical communication IEE Communication Magazine, July 2003.
[3] Phillips, B., Pouzet, J., Budinger, J., and Fistas, N. “Future Communication Study - Action Plan 17 Final Conclusions and
Recommendations Report”, ICAO ACP WGT-1 Working Paper 6.
[4] Visual Networking Index, Global Mobile Data Traffic Forecast Update 2013, Cisco.

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