Modular, Cost-Effective, Extensible Avionics Architecture

for Secure, Mobile Communications

William D. Ivancic, NASA/GRC
NASA Glenn Research Center
Cleveland, Ohio 44135
(216) 433-4000
[email protected]

Abstract—Current onboard communication architectures those who have to deploy, operate and pay for these
are based upon an all-in-one communications management systems. These requirements were submitted to the world’s
unit. This unit and associated radio systems has regularly industries, governments, and academic institutions for
been designed as a one-off, proprietary system. As such, it comments. Overall responses showed a consensus
lacks flexibility and cannot adapt easily to new technology, agreement on six major points [1,2]:
new communication protocols, and new communication
links. This paper describes the current avionics (1) It is critical that any new technologies being deployed
communication architecture and provides a historical provide a positive return on investment (ROI).
perspective of the evolution of this system. A new onboard
architecture is proposed that allows full use of commercial- (2) Network Centric Operations (NCO) will be a major
off-the-shelf technologies to be integrated in a modular technology in future airspace systems and the next
approach thereby enabling a flexible, cost-effective and generation Internet Protocol, IPv6 will be the protocol
fully deployable design that can take advantage of ongoing of choice.
advances in the computer, cryptography, and
telecommunications industries. (3) Links should be shared, and the system should be
provider-independent. This makes QoS a requirement.
TABLE OF CONTENTS
(4) A common global security structure must be
................................................................... developed and IPsec is probably the best choice.
1. INTRODUCTION...............................................1 Some work still needs to be done regarding IPsec
2. CURRENT ARCHITECTURES ............................1 multicast, envisioning a certificate-based security
3. FUTURE IP-BASED ARCHITECTURE ...............5 architecture, and figuring out how exactly to do QoS
4. POLICY-BASE ROUTING .................................6 with respect to wireless links and encryption.
5. LAYER-2 TRIGGERS ........................................6
6. VOLUME ..........................................................7 (5) The system must be able to share network
7. SUMMARY........................................................7 infrastructure.
REFERENCES........................................................8
BIOGRAPHY .........................................................9 (6) The system must be extensible to meet future needs.

2. CURRENT ARCHITECTURES
1. INTRODUCTION Aircraft Communications Addressing and Reporting System
In October, 2003, NASA embarked on the ACAST project The current avionic communication architecture is shown in
(Advanced CNS Architectures and System Technologies) to figure 1 [3]. This architecture has evolved since the early
perform research and development on selected 70’s and is based on the Aircraft Communications
communications, navigation and surveillance (CNS) Addressing and Reporting System (ACARS). The ACARS
technologies to enhance the performance of the National network is modeled after the point-to-point telex network
Airspace System (NAS). The Networking Research Group where all messages come to a central processing location.
of NASA’s ACAST project, in order to ensure global The datalink service provider (DSP) routes the message to
interoperability and deployment, formulated their own the appropriate end system using its network of land lines
salient list of requirements. Many of these are not and ground stations. The two DSPs available to the airlines
necessarily of concern to the FAA, but are a concern to are Aeronautical Radio, Incorporated (ARINC) and Societe

1
U.S. Government work not protected by U.S. copyright

1
Internationale de Telecommunications Aeronautiques
(SITA).
ARINC 741 SATCOM
AERO-1
Airlines originally operated the ACARS network for their System

maintenance, flight and cabin operations. Since the late

80’s, equipment such as the Communication Management GateLink

Units (CMU) or Air Traffic Service Unit (ATSU) has been ARINC 761 SATCOM
AERO-H/H+
used to deliver additional information for example pre- System

departure clearance, oceanic clearance and digital-airport File Server Ethernet Communication
Management Unit
Subsystem (Optional)
terminal information service over the airline data link. (CMU)

During the early 1990s, a datalink interface between the ARINC 716 VHF
Voice/DATA
ARINC 750
CMU and flight management system (FMS) was created to System

enable flight plans and weather information to be sent from

the ground to the CMU. Soon after, an interface between Terminal

the CMU and the flight data acquisition and management Printer ARINC 719 HF
Voice/DATA
ARINC 753
system / aircraft condition monitoring system ARINC 740/744
System

(FDAMS/ACMS)3 was created. This system is capable of

identifying abnormal flight conditions and automatically Rockwell Collins CMU-900 Block Diagram

sending real-time messages to an airline thereby enabling Figure 1 - Typical ACARS Onboard Network
airlines to better monitor their engine performance and to
identify and plan repair and maintenance activities. expanded to other communication links such as satellite
communication (SATCOM) and high frequency (HF).
The ACARS system is comprised of an airborne subsystem ACARS has also been updated for use over aviation VHF
and a ground system. The airborne subsystem consists of link control using VDL Mode 2. VHF is the most
the CMU, radio systems, a display screen and printer. The commonly used and least expensive link. Since
ground system consists of all the ACARS remote transmission is line-of-sight, VHF is not available over the
transmitting/receiving stations, and the datalink service oceans. Current satellite communications is via the
providers computer and switching systems. The Air Carrier INMARSAT’s satellite network which provides nearly
Command and Control and Management Subsystem is part global coverage – except over the poles [4]. The SATCOM
of the ground infrastructure and provides all the ground- links are extremely expensive services relative to other
based airline operations including: operations control, options. Thus, other solutions are desirable. The most
maintenance and crew scheduling. recently established subnetwork is HF and is used to
provide coverage in the Polar Regions.
ACARS messages may be of three types: Air Traffic
Control (ATC), Airline Operational Control (AOC), and Data link messages can be sent either via a VHF, HF, or
Airline Administrative Control (AAC). ATC messages are satellite network. The current software within the CMU
used by aircraft crew to request clearances, and by ground automatically decides the most efficient (and cheapest) path
controllers to provide those clearances. AOC and AAC for delivery of the message, depending on the location of
messages are used to communicate between the aircraft and the aircraft. It is important to note that today, critical ATC
its base. Various types of messages are possible. These messages are delivered by the same path as other messages,
include fuel consumption, engine performance data, and such as AOC flight plan uplinks. There is currently no
aircraft position as well as free text data. priority assigned to ATC messages.

Typical ACARS messages are only 100 to 200 characters in Future Air Navigation System
length. Such messages are made up of a one-block
In the early 80’s, the airlines were increasingly using digital
transmission from (or to) the aircraft constrained to be no
links between their aircraft and their ground services for
more that 220 characters within the body of the message.
logistical flight management via ACARS. They were also
For downlink messages which are longer than 220
looking for a means to offer telecommunication services to
characters, the ACARS unit will split the message into
the passengers. In addition, information exchanges between
multiple blocks with an additional constraint that no
collocated and/or remotely located ground systems required
message may be made up of more than 16 blocks. Thus,
modernization of the existing links with deployment of
ACARS utility is limited to relatively short messages.
ground networks.
Initially, ACARS used only very high frequency (VHF)
Data Link (VDL) communication. ACARS has since

3
These systems analyze engine, aircraft, and operational performance
conditions
2
 Figure 2 - ATN Data Communication Environment

The airlines also realized that standardization of a single • Transition to a Global Positioning System (GPS)-based
system which utilized various digital communications navigation and landing systems; and,
technologies and ensured interoperability would improve • Installation of flight service automation to enable pilots
performance, maintenance and administrative management to plan and file flight plans without reliance on flight
while simultaneously reducing risk and cost [5]. service specialists.

In 1983, ICAO chartered the Special Committee on the Aeronautical Telecommunication Network
Future Air Navigation System (FANS) to study the current
air traffic infrastructure and recommend changes to support As a result of the FANS studies, ICAO decided to
the anticipated growth in air traffic over the next 25 years4. standardize the aeronautical network and modernization of
The FANS committee identified these needs: the information exchanges between the ground and the
aircraft, for air traffic control purposes. This is done by
adopting common interface services and protocols based on
• Replacement of the current analog radios with digital
the Open System Interconnection (OSI) model of the
air/ground communications;
International Standardization Office (ISO). This model
• Use of satellite and HF communication systems to
distributed the telematics functions in 7 layers of functional
provide communication where deployment of line-of-
responsibility thereby providing a mechanism for
sight systems is not practical such as in the oceanic
standardization of the different data links, and their
domain;
complementary use. These standards are known as the
• Global Interoperability;
Aeronautical Telecommunication Network (ATN)
• Network-enabled systems to support automation in the standards.
airplanes and on the ground;
ATN could be used for all digital communications by the
aeronautical community. The ATN consist of application
4 entities such as Controller and Pilot Data Link
It is now 2005 – 22 years later, and only an extremely small portion of
FANS has been deployed – particularly regarding the Aeronautical
Communication (CPDLC), Automatic Dependant
Telecommunication Network Surveillance (ADS) and communication services (routing)
3
which allow avionics, air-to-ground and ground networks to
interoperate. The ATN has been designed to provide data
Mobile RD
communications services to Air Traffic Service provider Mobile RD
organizations and Aircraft Operating agencies. Another
Communication traffic that was envisioned to reside on the ATN Island ATN Backbone RDC
ATN TRD ATN TRD
ATN included: Air traffic services communication (ATSC);
aeronautical operational control (AOC); aeronautical Mobile RD
administrative communication (AAC); and aeronautical
passenger communication (APC). As a result of global ATN TRD
ATN ERD
deployment of the Internet Protocol suite, TCP/IP,
passenger service is currently running over Internet Protocol ATN ERD
networks. Furthermore, these networks are likely to replace ATN Island RDC
ATN as IP technologies and protocols can now meet the
ERD – End Routing Domain
salient requirements of ATN and are globally deployed. RD – Routing Domain
RDC – Routing Domain Confederation
TRD – Transit Routing Domain
While waiting for Aeronautical Telecommunication
Network (ATN) to develop and become available, Boeing Figure 3 - ATN Island Routing Domain Confederation
built a FANS application to run on the existing ACARS
system. The application includes CPDLC and ADS. This
off the shelf (COTS) equipment provides the necessary
avionics package became known as FANS-1. The Airbus
functionality at a fraction or the cost of an ATN router.
Industry equivalent system is known FANS-A. These
Furthermore, much of ATN was based on X.25 packet
systems are known collectively as FANS-1/A. FANS -1/A
switching, a technology that is no longer supported by the
uses the network configuration shown in figure 1. On
commercial community.
today's aircraft, FANS-1/A and ATN ATS Data link
applications cannot be used simultaneously on the same
The key differences between an ATN inter-domain router
aircraft as one is ACARS-based and the other ATN-based.
and a standard OSI router are: possibility of applying a
Furthermore, simultaneous use of ATN and FANS
specific set of routing policies in support of mobile
applications is not expected to be retrofit to current
communication (e.g. which link is least expensive or best
generation aircraft because of legacy equipment and
quality); support provided for (currently undefined) ATN
architectures [6].
security functions; and use of compression for air-ground
routers to increase the efficiency when using bandwidth-
Figure 2 shows the basic structure of the ATN. The main
limited air-ground data links.
components of the ATN are the end systems (ES), the ATN
routers and subnetworks. The subnetwork is part of the
Today, the major features that ATN routers are left to
communication network, but is not part of the ATN. It is
perform are the air-ground and ground-ground
defined as an independent communication network based on
communication with regard to mobility. In ATN, keeping
a particular communication technology (e.g. X.25 Packet-
track of the location and routing to aircraft – mobility – is
Switched Network) which is used as the physical means of
performed using the Inter-Domain Routing Protocol (IDRP)
transferring information between ATN systems. The ATN
and by confining the domains to a relatively small group,
routers are responsible for connecting various types of
sometime described as islands. A distributed IDRP
subnetworks together. ATN end systems host the
directory using Boundary Intermediate Systems (BISs) is
application services as well as the upper layer protocol stack
implemented along with a two level directory approach
in order to communicate with peer end systems. Note that
using an ATN Island concept consisting of backbone BISs
the air-ground subnetworks consist of the HF, VHF,
and a home BISs concept [Figure 3]. This is done to limit
Satellite, and Mode-S links. These are the same links and
the convergence time of route updates. If the routing
infrastructure as ACARS. The only difference is that ATN
structure were to become to large, convergence times would
routers are connected to the end of the radio systems. The
become unacceptable.
ACARS onboard architecture shown in figure 1 closely
corresponds to the ATN onboard architecture with the CMU
It is extremely important to note that using a routing
taking on additional ATN router functionality.
protocol to handle mobility effectively requires one to own
the entire infrastructure. This is necessary simply because
The ATN supports communication between ground-to-
one generally is not allowed to inject routes into another’s
ground systems and air-ground systems. The ground-to-
infrastructure. Furthermore, using ATN protocols requires
ground systems include: airline systems and ATS systems,
deployment of ATN ground infrastructure at the end of each
ATS to ATS systems and airline systems. The air-ground
radio system. Thus, when new technologies become
systems include: airline and aircraft systems; and ATS and
available, it is very difficult to utilize them without building
aircraft systems. IP routers are currently performing many
out an ATN specific implementation.
of the connectivity between ground systems as commercial
4
 reduction in equipage. For these architectures, all links carry
3. FUTURE IP-BASED ARCHITECTURE IP packets. Current avionics links are designed for very
small messaging. For a fully IP-based network, the avionic
By using an IP-based network rather than an ATN-based radios’ media access and data link layers would need to be
network, we can meet the salient requirements highlighted developed to better handle IP packet-based
in the Introduction section. Aircraft mobility can be communications.
handled by mobile-IP. The onboard mobile router takes
care of all mobility such that none of the end systems on the
mobile networks need to be mobile-aware. Mobile routing
is link independent and does not inject routes into the SATCOM

infrastructure [7-10]. This allows for used of shared Traditional

AERO-1

Avionics
infrastructure. One does not have to own the infrastructure SATCOM
AERO-HH

and can easily insert new link technologies as they mature. Communication
Cryptography VHF
Management Unit
and Firewall Voice/DATA
(CMU)
Mobile
A number of architectural variations should be investigated Router HF
Voice/DATA
regarding mobile networking. These include: placement of
Display
the home agents, geographically distributed home agents, INMARSAT
Swift 64

security considerations, policy issues for deployment of Connexion by

multiple mobile networks within the same mobile router, Passenger

Boeing

Services
and quality-of-service over open networks. For example, WiFi Max

should the mobile network be located in the airlines domain, GateLink

the civil air authority’s (CAA) domain, or both? The latter Cellular

implies that the airline and CAA networks are

Future Links
interconnected at the mobile router. This has security issues
that need to be addressed but could possibly be resolved Figure 4 - IP-Based Transitional Architecture
through good architecture design and use of IP security
[Figure 6].
Air Traffic Radio Link 1
Management
LAN Mobile
Figures 4, 5 and 6 show IP-base onboard architectures that Router Radio Link 2

enable low-cost system deployment. The entire system is Operations Cryptography

LAN Radio Link 3
COTS based. No special requirements are placed upon the (Avionics)
and Firewall

equipment. This architecture uses encryption devices and Radio Link 4

firewalls to securely isolate critical subnetworks. With Communications Radio Link N

ATN, such security is not easily implemented as the Sensor Controller and
Display

equipment is not readily available. Because of this, ATN

requires a very high trust relationship between the aircraft Passenger
Services
networks and the ground networks.

Figure 4 shows an IP-based transitional architecture. One Figure 5 - IP-Based Architecture with ATC and AOC
cannot expect the onboard avionics to change for a long Combined
period of time. Current avionics systems are designed for
safety and redundancy well before the Internet technologies SATCOM
came into being. Thus, the avionic backplane and bus are Communication
AERO-1

not IP compliant and will require a specialized and Display

SATCOM
AERO-HH
controller/gateway to provide and interface between the IP Air Traffic
network and the avionic equipment and sensors. Notice Management
LAN
Cryptography
and Firewall
VHF
Voice/DATA

that the avionic subnetwork and the passenger subnetwork Mobile

Router HF

are securely isolated but that both can use a common mobile Operations
Voice/DATA

Cryptography
router. LAN
(Avionics)
and Firewall INMARSAT
Swift 64

Connexion by
Figures 5 and 6 are similar to 4 with the exception that the Sensor Controller
(Optional Display)
Boeing

CMU is no longer needed to provide and interface to the WiFi Max

onboard avionics as the avionic are now fully IP compliant. GateLink

In figure 5, the aircraft operations subnetwork is securely Passenger

Cellular
isolated from the air traffic control network. In figure 6 the Services

ATC and AOC subnetworks are separate, but protected by Future Links

the same firewall/encryption unit. In effect, one can trade

Figure 6 - IP-Based Architecture with AOC and ATC
some security for simplification of the network and
Separation
5
 4. POLICY-BASE ROUTING Figure 9 shows that ATC and AOC traffic have precedence
over passenger traffic and could use the high-rate link if
In ATN, the inter-domain routing protocol is used to their preferred links are unavailable. Figure 9 is of greatest
propagate routing policy. Each routing domain contains it interest because one could conceivably make this the
own routing policy. Routing policy is advertised outside preferred link for all traffic if safety-of-flight QoS
the domain by the boundary intermediate system router requirements could be met. Doing so would release
(BIS). The ATN routing policy is used to determine the
“best route” to take when more than one link is available to
and from the aircraft. Although this requirement has
existed within the specification from the beginning, its use P-DATA High speed link P-DATA
P-DATA
has been limited to date and operationally untested for the AOC
int1
P-DATA
Home
P-DATA
following reasons: there currently are not enough ATN ATC Low latency link
Agent

AOC AOC
users to tax the system; system deployment is minimal; and, P-DATA int2 ATC
Reliable link
the airlines generally only have one link active. For cost int3
ATC ATC AOC
reasons, SATCOM is not turned on unless needed. Routing
Policy
Routing
Policy

Furthermore, two simultaneous VHF radios are not active

simultaneously. Figure 9 - Policy-Based Routing, All Links Active

Initial commercial implementations of mobile networking

for IPv4 only allowed for one link to be used at any given
time, even if two or more links were available [11]. Work P-DATA High speed link
P-DATA
within the industry and in the Internet Engineering Tasks AOC
int1
Home
Agent
Force (IETF) network mobility (NEMO) and Mobile Nodes ATC Low latency link
AOC
and Multiple Interfaces in IPv6 (monami6) working groups P-DATA int2 ATC
Reliable link
are addressing this issue [12-14]. . int3
ATC ATC
Routing Routing
Policy Policy

Figures 7 through 9 illustrate the advantages of policy-

based routing in a mobile network. Consider the mobile Figure 8 - Policy-Based Routing, Critical Link Active
network having three links available. One link has been
classified as highly reliable but relatively low rate. This
link is reserved for command and control. The second link
is a low latency, low bandwidth link. The third link is high- P-DATA High speed link P-DATA
rate for passenger services5. Assume policy is set with the AOC
P-DATA P-DATA AOC ATC
Home
following rules: ATC
int1
Low latency link
Agent P-DATA

P-DATA int2 AOC

(1) Only ATC traffic is allowed to use the reliable link. int3
Reliable link
ATC
Routing Routing

(2) Data precedence is set such that ATC is highest Policy Policy

priority, AOC is next highest and passenger traffic has Figure 7 - Policy-Based Routing, Passanger Link Active
lowest priority.
spectrum to ATC and AOC as many users could be using
(3) ATC and AOC traffic are allowed to use the low- the high-rate links when available.
latency link
5. LAYER-2 TRIGGERS
(4) ATC, AOC and passenger traffic are allowed to use
the high-rate link. Current avionic links provide for some minimal quality-of-
service and message prioritization. This is performed
(5) Link preference for ATC is reliable link – highest, within the radio or between the CMU and the radio with
low-latency link – middle, high-rate – last. prioritization being preconfigured. Since the messages are
small and the link capacity is low there is little need to have
(6) Link preference for AOC is low-latency followed by a feedback mechanism between the radio and the router to
high-rate. enhance QoS. Current and future high-rate links would
benefit greatly by having a standardized feedback
Figure 7 shows all links active. Figure 8 shows that ATC mechanism between the radio systems and the router. Such
traffic can be delivered even if all other links as unavailable. mechanism could indicate if a link is available and the
quality and bandwidth of the link. The former is important
5
The passenger link may be classified as secondary, but being a money
for fast handovers between links. The latter is of particular
generating link with the potential for real-time, directed advertising riding importance for bandwidth-on-demand systems. For
on this link, the availability will likely be as good or better than other links.
6
instance, the Boeing Connexion outbound radio link can being developed for cars trucks and busses are numerous
operate from approximately 16 kbps up to 1 or 2 Mbps. and include:
This rate is continually varying depending on outbound
traffic demands and satellite network congestion. • Car-to-car communication
Assuming the interface between the router and Connexion • Driver assistance information where the location and
radio is an Ethernet connection, some type of layer-2 trigger other information about each vehicle was exchanged by
or feedback to the router is necessary to determine the car-to-car communication.
available data rate. If the interface is serial, having the • ITS taxi service where the taxi company runs a system
radio provide the clock may solve the data rate problem. to distribute the best taxi based on the locations,
idle/operation information and customer
Air traffic control and management applications are very preference/location.
short messages. Therefore, it is not necessary for the air • Probe servers were a probe server shares information
traffic control and management applications to know what gathered by various probes from different vendors and
link is being used or what bandwidth is available. These distributes it in an uniform manner. The server can
applications have already been developed to operate over collect car inspection information and maintenance log,
extremely bandwidth limited systems. For future air safety as well as recall information and tell when a given part
applications such as transmission of secure video, the needs to be exchanged, based on mileage meter and
application would have to be link-aware or be developed in used period of time.
a manner that enables the application to figure out the type • Probe data analysis and synthesis where time/location
of link it is transitioning and operate accordingly. data among various probe data can be integrated to
create traffic information. The system allows prediction
6. VOLUME of traffic jams for user-specified day of week and time,
as well as telling the best route to the destination.
In order to obtain a positive return on investment (ROI), the
• Vending machine networks where vending machines6
overall system costs must be affordable. The system costs
can become wireless LAN access points, to offer
include equipment, installation, deployment, down-time
broadband wireless communication infrastructure.
losses during installation, and infrastructure. One of the
most likely ways to achieve positive ROI is by volume • Large volume content distribution service where
production and reuse of existing technologies. In the US encrypted data contents can be downloaded onto car-
alone, it is estimated that commercial airlines make up only equipped devices and decryption key can be sent later
4% of the active civil aircraft – approximately 15,000 out of to enable a new type of distribution, which lowers
a total of 215,000 aircraft [15]. “Airbus forecasts that of communication cost and makes download operation
this total, 16,600 new passenger aircraft of more than 100 transparent.
seats will be needed in the coming 20-year period, creating • Next-generation road service where computer-assisted
an average 830 deliveries per year [16].” In contrast, today, road service automates the process of locating and
700 million cars are globally deployed. This is for a human failure of a broken-down car and towing it to a desired
population of 6 billion. Toyota expects to produce 9.2 destination.
million vehicles in 2006. General Motors produce
approximately 9.1 million vehicles in 2005 [17]. Tens of These types of technologies and applications are appropriate
thousands of aircraft over a 20 year period is not large for deployment considerations in general, business class,
volume. Millions of units of anything per year is. military and commercial aircraft.

Internet technology and mobile networking is a technology 7. SUMMARY

that will be integrated into automobiles. The car-to-car
Current avionics communication architectures are based
consortium is dedicated to the objective of further
upon an all-in-one communications management unit. The
increasing road traffic safety and efficiency by means of
origin of these systems can be traced back to global
inter-vehicle communications [18]. The Internet Car (iCar)
teleprinter network, telex, established in the 1920s! Today
project in Japan is working to make automobiles nodes on
ACARS is widely deployed in commercial airlines. The
the Internet. iCar is researching how to connect automobiles
ATN network is an attempt to modernize ACARS, using
to the Internet, how to obtain drive-by data from
most of the existing radio technologies with limited
automobiles via the Internet, and how to design the
modifications. These systems are designed to be deployed
mechanisms to share information between automobiles
in a closed, aeronautics-only network. In addition the
effectively [19]. The Internet ITS (Intelligent Transport
systems lack flexibility and cannot adapt easily to new
System) Consortium is an organization in Japan exploring
technologies, new communication protocols, and new
the possibility of ITS and other related information services.
Several member organizations are jointly developing 6
Vending machines are widely deployed in Japan and will be network to
various applications and trying them out now. Applications
provide information on content and restocking. Thus, they can be used to
provide connectivity to the wired Internet for other systems such as cars.
7
communication links. Use of the same Internet technology REFERENCES
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November 2005

BIOGRAPHY

Will Ivancic is a senior research

engineer at NASA’s Glenn Research
Center working in the networking and
advanced communication technology
development. Mr. Ivancic’s work
includes: advanced digital and RF
design, communications networks,
satellite onboard processing, and
system integration and testing, Mr.
Ivancic’s recent work has concentrated on research and
deployment of secure mobile networks for aerospace and
DoD networks