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GateFusion Wireless Content Delivery

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Presentation on theme: "GateFusion Wireless Content Delivery"— Presentation transcript:

1 GateFusion Wireless Content Delivery
Andy Wood ARINC

2 Agenda What is Gatelink? Gatelink Technical Requirements
The Advent of Gatelink Wi-Fi and Wi-Max What is GateFusion? Gatelink issues resolved by GateFusion GateFusion system components Making GateFusion a Reality

3 What is Gatelink? Terrestrial data communications providing wireless access to the aircraft Began as a tethered solution, moved to infra-red, now Wi-Fi (802.11x) Gatelink includes a set of industry standards focused on data communications between an aircraft and a gate Capable of larger uploads/downloads than traditional wireless communications WiFi commonplace at airports Supports aircraft operational requirements More aircraft centric data makes ‘Sneaker-net’ less viable New aircraft models incorporate Terminal Wireless LAN Units (TWLU) Boeing B777/B787, Airbus A380, Several retrofit progams Up until now, the weak link in Gatelink has been the actual connection between the aircraft and the gate. Initial options included tethered connections that would physically plug communications cables into an aircraft, followed with infrared connectivity which also proved to be impractical. Only recently has Wi-Fi become commonplace at major airports around the world. As a result, its worldwide presence and the introduction of Wi-Fi enabled avionics have finally permitted the promise of Gatelink to become reality. Gatelink includes an evolving set of industry standards that focuses on data communications connectivity between the aircraft and its ground based applications servers. Gatelink avionics are standard on many new aircraft, even being offered as forward fit options on some RJs. Many airlines are investigating or undertaking the retrofit of Gatelink TWLUs on current fleets.

4 Gatelink Technical Issues
Getting TO the Network Version of Wi-Fi (802.11a/b/g) Proximity to Access Point SSID/Encryption Method Getting THROUGH the Network Authentication Delivery of large files at required airports with varying connectivity Getting the Data on/off the aircraft Bandwidth utilization WAN performance Handling Interruptions Partial loading A global solution also requires global consistency. Today’s Wi-Fi avionics connect to the gate’s Wi-Fi network using a Service Set Identifier (SSID). That SSID needs to be consistent from airport-to-airport to avoid the requirement for significant enhancements to the on-board Wi-Fi enabled avionics. The aircraft itself also needs to be authenticated at each airport in the same manner, regardless of airport. There are various versions of in use today. For a variety of reasons including higher bandwidth, the preferred version for a gatelink deployment is g. We also understand the underlying issue of g reverting to b when an b device is operating within range of an access point. We address that issue with the Data Delivery Service and Flight Following components of GateFusion in a later section of this presentation. Also, the speed of the entire connection between the aircraft and its ground application server is only as fast as the speed of the smallest allocation of bandwidth in the data path, (we’ll talk more about this in a later slide) and, higher end-to end bandwidth is critical to larger data transmissions. And, security requirements are also evolving. The current Gatelink standard, ARINC763 specifies Dynamic Wep and the pending standard ARINC822 incorporates WPA-2.

5 Traditional Avionics Architecture Current Data Streams
Flight Management Computer MCDU ACMS/ Maintenance Computer ACARS CMU Engine/Exceedence Snapshot Reports Prior to gatelink, the avionics architecture revolved around the ACARS CMU and bandwidth constrained air-to ground radio messaging capabilities for data transmission. Flight Operation Quality Assurance (FOQA) data collection relied on labor intensive manual processes (sneaker-net). QAR/Data Interface VHF Digital Radio HF Data Radio Inmarsat/Iridium SDU Flight Operations Quality Assurance Engine/Data Downloads (Sneaker-net) ACARS Messaging

6 ACARS CMU Gatelink Data: Flight Management Computer EFB MCDU AeroSync
TWLU ACMS/ Maintenance Computer ACARS CMU IFE Server Gatelink introduced the Terminal Wireless LAN Unit (TWLU) which is literally a Wi-Fi enabled on-board device that provides broadband connectivity between the aircraft and the gate. Now applications such as Flight Operations Quality Assurance, Electronic Flight Bag, and In-Flight Entertainment can take advantage of high speed connectivity for uploading and downloading data while parked at a gate. QAR/Data Interface VHF Digital Radio HF Data Radio Inmarsat/Iridium SDU Gatelink Data: Flight Operations Quality Assurance (FOQA) Electronic Flight Bag (EFB) Content Cabin System Updates In Flight Entertainment (IFE) Content Flight Release Paperwork Nav Database Updates

7 GateFusion Resolves Gatelink Complexities
ARINC brings years of experience with Airport Wi-Fi, ground networks, and common use services to solve the following Gatelink challenges: Global Technical Solution Consistent technical interface from airport-to-airport Eliminates Bandwidth Limitations Data Delivery Service eliminates bandwidth variables between aircraft and airline’s application host Global Reach Single point of contact for fully-managed service worldwide From an end-user perspective, GateFusion makes Gatelink simple! It addresses the global need for a consistent interface at every airport. Its Data Delivery Service eliminates bandwidth issues associated with WAN based data delivery solutions. It will be available everywhere from a single service provider, ARINC.

8 Wi-Fi and Wi-Max for Aviation
ARINC has been involved with Wi-Fi standardization for aviation for nearly 10 years Latest AEEC specification (822) fully addresses security, authentication, and interoperability Wi-Max is a promising technology, and ARINC is supporting efforts to address compatibility/security issues for aviation Latest standard ratified by IEEE less than one year ago Communication products/standards require time to mature Advantages and disadvantages of either technology Bandwidth sharing Distance from transmitter Although the industry has focused primarily on Wi-Fi as the technology for Gatelink, I want to mention another wireless protocol, Wi-Max Looking at the Wi-Fi and Wi-Max, both technologies have significant potential to perform these large data transfers and eliminate manual upload/download processes.  Incorporating new technologies is certainly advantageous into any communications service, and we’ve seen this with ACARS growing from analog VHF to Inmarsat satellite, HFDL, digital VHF, and Iridium. Wi-Fi has been under evaluation by airlines and vendors for nearly ten years, after its original IEEE ratification in 1997.  Not until recently has this industry effort produced a standard that can adequately guide vendors and service providers to offer truly interoperable solutions.  Wi-Max can certainly achieve these results as well, but as we have seen with other communication media, it takes time for the unique requirements of the airline industry to be fully addressed.  Some efforts are underway to better investigate and evaluate Wi-Max, which ARINC supports. 

9 Wi-Fi and Wi-Max for Aviation
Wi-Fi Standardization for Aviation AEEC ratifies 822 Full avionics compatibility Standards for security/authentication 2007 AEEC ratifies 763-3 2005 Limited avionics compatibility Basic security introduced IEEE ratifies g To put this process in perspective, here is a timeline of the significant industry activity that has gone into the Wi-Fi standards.  The early versions of these avionics were incompatible with each other and many cannot be upgraded to support the latest defined security and authentication requirements.  Given this experience, the standardization process should be shorter for Wi-Max, but it is important to recognize that it takes years to produce avionics that truly meet airline needs. 2003 AEEC ratifies 763-1 Incompatible avionics No security/authentication 1999 IEEE ratifies initial 1997

10 Gatelink Issue #1 – inconsistent global technical solution
Airport A Airport B Airport C Here we see the typical interface challenges faced when deploying a do-it-yourself gatelink solution at multiple airports. Airport interfaces are all different! SSID: Provided by Airline Security: None Authentication: Provided by Airport A SSID: Provided by Airport B Security: WEP Authentication: Provided by Airport B SSID: Provided by IP Service Provider Security: WPA-2 Authentication: Provided by Airline

11 GateFusion Solution – Global Interface Transparency
SSID: SAME Security: SAME Authentication: SAME Airport A ARINC Global Network Airport A SSID: SAME Security: SAME Authentication: SAME Airport B GateFusion resolves the interface puzzle by standardizing the SSID, creating a consistent approach to security, and providing aircraft authentication within the service. SSID: SAME Security: SAME Authentication: SAME Airline Application Server Airport C Airport interfaces look the same!

12 Gatelink Issue #2 – Bandwidth limitations
Gatelink Bandwidth on airport premise is Mbps Mbps Aircraft to app throughput in this case is effectively in kbps Airport A Data throughput is limited to lowest circuit speed in the data path kbps Bandwidth between airport and airline network can be minimal This animation illustrates the impact of bandwidth limitations when utilizing a WAN based gatelink solution. Mbps Airline Application Server Airline Network Bandwidth from airline network to app host is Mbps

13 Central Authentication
GateFusion Solution #2 – Data Delivery Service Resolves Bandwidth limitations ARINC Global Network Airport D Central Authentication Server Airport C Tail Assignment Location Destination Airport B Local Delivery Server Central Delivery Server Airport A Here we see GateFusion’s Data Delivery Service in action! Data Delivery Service resolves WAN based bandwidth limitations by utilizing Local Delivery Servers at each airport. The Central Delivery Server can multicast airline data to Local Delivery Servers at multiple airports. ARINC has unique knowledge on actual airport location and destination based on various flight following sources, such as ACARS messages and ASDI feeds. So, we can deliver this data to applicable airports only. The Local Delivery Servers can multicast airline data to multiple aircraft at multiple gates. These servers also track what data was delivered to each aircraft and relay this information back to the Central Delivery Server. So, if an interrupted connection or short turn time results in only a partial load of data delivered to the aircraft, we’ll catch it at the next stop and pick up where we left off. Not only does the innovative Data Delivery Service enable local high speed delivery to the aircraft, it also manages data delivery from the aircraft back to the airlines ground based application processors. Airline Application Server

14 GateFusion’s Global Reach
ARINC has negotiated access with multiple airport authorities Americas, Europe, Asia Technical terms are met and satisfied Initial commercial terms are established Negotiating T&Cs with Authorities Coverage negotiated per individual airline requirements Preliminary agreements reached with 65 airports Expect several hundred airports by end of 2007 GateFusion is global! We will have coverage where it’s needed, when it’s needed! And, the number of participating GateFusion airports is rapidly growing along with the number of GateFusion ready aircraft.

15 IFE Content Delivery Scenario
Airport A ARINC Global Network Airport A Airport B GateFusion resolves the interface puzzle by standardizing the SSID, creating a consistent approach to security, and providing aircraft authentication within the service. IFE Server Airport C

16 Summary: GateFusion for IFE Wireless Delivery
Common Use for Cost Savings Seamless Connectivity at all Airports ARINC Infrastructure at Airport Global Network In summary, GateFusion makes Gatelink technology into a reality with a reliable, cost-effective service. This picture shows one airport and one airline, but just imagine hundreds of airports and airlines, all interconnected via AviNet, creating a world-wide GateFusion network. Common-use allows everyone to benefit from this global service. A consistent interface supports seamless connectivity at every airport. Aircraft authentication is included with GateFusion and is processed in the same manner regardless of airport. And, the GateFusion Data Delivery Service along with GateFusion Flight Following ensures your data gets to its destination. Authentication and Wireless Security Data Delivery Service to Stage Data at Airports Prior to Aircraft Arrival Industry rethink on media delivery?

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