1. Architecture and institutional issues for AeroMACS

2. Institutional issues for AeroMACS
Network architecture (basic requirements and operational/technical/physical considerations)
The potential services and applications provided by AeroMACS can be grouped into three major categories: ATC/ATM, Airline operations, Airport and/or port authority operations.
The three main categories can be further broken down into i) safety and advisory and then ii) mobile and fixed communications.
Infrastructure can be owned by various parties, i.e.; ANSPs, Service Providers, Airport Owners.
One or more networks can be operational at a given aerodrome HOWEVER Aircraft can only access one network at a time.
Safety services regardless of source, must be available over all networks operating at an aerodrome .
Air traffic control and management services can be physically isolated from airlines and airport/port authority services if required. (However, WiMAX networks have the capability to integrate multiple services while preserving the desired security and quality of service provisions of each.)
This provides various AeroMACS scenarios for consideration!

3. Institutional issues for AeroMACS
Assumptions and Constraints (commercial/policy considerations)
At an aerodrome, multiple (communication) Service Providers may offer AeroMACS services or a single SP may be awarded a contract (by an airport authority) to provide AeroMACS (in which case the network will be considered to be operated by the Airport Authority).
In the case where multiple Service Providers provide service at an aerodrome, individual airlines or even the ANSP may contract with a particular SP but safety-related traffic must be internetworked with the other SPs. This sharing of traffic between SPs is known as “internetworking”.
The issues related to fixed communication are largely spectrum-related and hence, this will be treated the same as mobile traffic.
Where an ANSP provides the AeroMACS service at an aerodrome, SPs may re-sell the service to airlines and others. In this case the terrestrial network connection and any switching/routing will be provided by the SP. Such switching/routing may also include “internetworking”
This provides various AeroMACS scenarios for consideration!

4. Figure 1-ANSP owns AeroMACS
ANSP (own AeroMACS)
ATC
Airport
Description: ANSP owns the AeroMACS infrastructure at an aerodrome.
As ANSPs generally have a national presence, it can be assumed that the AeroMACS infrastructure will be ANSP-owned in a particular country.
All users are connected locally.
Hence no special routing/internetworking needed for safety traffic.
Issues/Questions:
Are users charged for non-safety traffic??
If so, how are rates set?
Is there are charge for safety traffic??
Airline #1
Airline #2

5. Figure 2-ANSP owns AeroMACS
ANSP (own AeroMACS)
ATC
Service Provider
Airport
Description: ANSP owns the AeroMACS infrastructure at an aerodrome however airline processing facilities are remotely located. A single Service Provider provides access to airlines and other users whose processing facilities are remotely located.
ANPS and Airport authorities are connected locally.
As a single Service Provider supports airlines, there is no special routing/internetworking needed for safety-traffic.
Issues/Questions:
Service Provider will charge airlines for traffic? Will this apply to safety traffic?
Will the ANSP recover costs from the Service Providers??
If so, will this be for all traffic or only the non-safety traffic??
Airline #1
Airline #2

6. Figure 3-ANSP owns AeroMACS
ANSP (own AeroMACS)
ATC
Service Provider
Airport
Description: ANSP owns the AeroMACS infrastructure at an aerodrome however airline processing facilities are remotely located. A single Service Provider provides access to airlines and other users whose processing facilities are remotely located. In this case, other users includes the airport authority who may be responsible for safety traffic.
ANPS is connected locally.
As a single Service Provider supports airlines, there is no special routing/internetworking needed for safety-traffic.
Issues/Questions:
Service Provider will charge airlines for traffic. Will this apply to safety traffic?
Service Provider will charge the airport authority for traffic. Will this apply to safety traffic??
Will the ANSP recover costs from the Service Providers??
If so, will this be for all traffic or only the non-safety traffic??
Airline #1
Airline #2

7. Figure 4-ANSP owns AeroMACS
ANSP (AeroMACS)
ATC
Service Provider #1
Service Provider #2
Description: ANSP owns the AeroMACS infrastructure at an aerodrome however airline processing facilities are remotely located. Multiple Service Providers provide access to airlines and other users whose processing facilities are remotely located. The use of multiple Service Providers allows airlines to preserve their standard commercial relationship with Service Providers for datalink services.
ANPS and Airport authorities are connected locally.
As a single Service Provider supports airlines, there is no special routing/internetworking needed for safety-traffic.
Issues/Questions:
Service Provider will charge airlines for traffic. Will this apply to safety traffic?
Will the ANSP recover costs from the Service Providers??
If so, will this be for all traffic or only the non-safety traffic??
Airport
Airline #1
Airline #2

8. Figure 5-ANSP owns AeroMACS
ANSP (AeroMACS)
ATC
Service Provider #1
Service Provider #2
Description: ANSP owns the AeroMACS infrastructure at an aerodrome however airline processing facilities are remotely located. Multiple Service Providers provide access to airlines and other users whose processing facilities are remotely located. The use of multiple Service Providers allows airlines to preserve their standard commercial relationship with Service Providers for datalink services. In this case, other users includes the airport authority who may be responsible for safety traffic.
ANPS is connected locally.
Issues/Questions:
Service Provider will charge airlines for traffic. Will this apply to safety traffic?
Service Provider will charge the airport authority for traffic. Will this apply to safety traffic??
Will the ANSP recover costs from the Service Providers??
If so, will this be for all traffic or only the non-safety traffic??
Airport
Airline #1
Airline #2

9. Figure 6-ANSP owns AeroMACS
ANSP (AeroMACS)
ATC
Service Provider #1
Service Provider #2
Internetworking
Description: ANSP owns the AeroMACS infrastructure at an aerodrome however airline processing facilities are remotely located. Multiple Service Providers provide access to airlines and other users whose processing facilities are remotely located. The use of multiple Service Providers allows airlines to preserve their standard commercial relationship with Service Providers for datalink services. However in this case only one Service Provider has been granted direct access to the AeroMACS network. In addition the primary Service Provider supports the airport authority who may be responsible for safety traffic.
ANSP is connected locally.
Issues/Questions:
Service Provider will charge airlines for traffic. Will this apply to safety traffic?
Service Provider will charge the airport authority for traffic. Will this apply to safety traffic??
Will the ANSP recover costs from the Service Providers??
If so, will this be for all traffic or only the non-safety traffic??
Internetworking between Service Providers complicates matters as Service Provider #1 must recover costs from Airline #2, either through Service Provider #2 or possible directly.
Airport
Airline #1
Airline #2

10. Figure 7- CSP owns AeroMACS
Service Provider 1
ATC
Airline #1
Description: CSP owns the AeroMACS infrastructure at an aerodrome.
All users are connected locally.
Hence no special routing/internetworking needed for safety traffic.
Issues/Questions:
Are airlines and other users charged for all traffic or only non-safety traffic??
Description: ANSP owns the AeroMACS infrastructure at an aerodrome however airline processing facilities are remotely located. Multiple Service Providers provide access to airlines and other users whose processing facilities are remotely located. The use of multiple Service Providers allows airlines to preserve their standard commercial relationship with Service Providers for datalink services. In this case, other users includes the airport authority who may be responsible for safety traffic.
ANPS is connected locally.
Service Provider will charge airlines for traffic. Will this apply to safety traffic?
Service Provider will charge the airport authority for traffic. Will this apply to safety traffic??
Will the ANSP recover costs from the Service Providers??
If so, will this be for all traffic or only the non-safety traffic??
ANSP
Airport
Airline #2

11. Figure 8- CSP owns AeroMACS
Service Provider 1
Internetworking
Service Provider #1
Service Provider #2
ATC
Description: A CSP owns the AeroMACS infrastructure at an aerodrome however airline processing facilities are remotely located. Multiple Service Providers provide access to airlines and other users whose processing facilities are remotely located. The use of multiple Service Providers allows airlines to preserve their standard commercial relationship with Service Providers for datalink services. However in this case only one Service Provider has been granted direct access to the AeroMACS network. In addition the primary Service Provider supports the ANSP and airport authority who may be responsible for safety traffic.
ANSP and airport authority are connected locally.
Issues/Questions:
Are airlines and other users charged for all traffic or only non-safety traffic??
How are the ANSP and Airport Authority charged for safety traffic??
Do they pay directly on a volume basis?
Do they pay a flat fee only?
Do they pay a flat fee for the connection and airlines pay a volume based fee for safety traffic (as is done now for FANS)?
Service Provider will charge airlines for traffic. Will this apply to safety traffic?
Internetworking between Service Providers complicates matters as Service Provider #1 must recover costs from Airline #2, either through Service Provider #2 or possible directly.
ANSP
Airport
Airline #1
Airline #2

12. Figure 9 -CSP owns AeroMACS
(Primary) AeroMACS
Service Provider #1
(Secondly) AeroMACS
Service Provider #2
Service Provider #1
Service Provider #2
Description: Multiple CSPs own the AeroMACS infrastructure at an aerodrome however airline processing facilities are remotely located. Multiple Service Providers provide access to airlines and other users whose processing facilities are remotely located. The use of multiple Service Providers allows airlines to preserve their standard commercial relationship with Service Providers for datalink services. In this case, other users includes the ANSP and airport authority who may be responsible for safety traffic.
No internetworking is provided so to ensure that all aircraft have access to safety traffic, the ANSP and Airport Authority must be connected to both networks in real-time.
Issues/Questions:
Service Provider will charge airlines for traffic. Will this apply to safety traffic?
Service Provider will charge the ANSP and airport authority for traffic. Will this apply to safety traffic??
If so, how will they pay ??
Do they pay directly on a volume basis?
Do they pay a flat fee only? If so, must an ANSP or airport authority pay each Service Provider??
Do they pay a flat fee for the connection and airlines pay a volume based fee for safety traffic (as is done now for FANS)? If so, must an ANSP or airport authority pay each Service Provider??
Airport
Airline #1
ANSP
Airline #2

13. Figure 10 -CSP owns AeroMACS
Service Provider #1
AeroMACS
Service Provider #2
Service Provider #1
Service Provider #2
Description: Multiple CSPs own the AeroMACS infrastructure at an aerodrome however airline processing facilities are remotely located. Multiple Service Providers provide access to airlines and other users whose processing facilities are remotely located. The use of multiple Service Providers allows airlines to preserve their standard commercial relationship with Service Providers for datalink services. In this case, other users includes the ANSP and airport authority who may be responsible for safety traffic.
The ANSP and airport authority are connected to one Service Provider only. The internetworking link ensures that safety traffic is carried to aircraft via both networks.
As each aircraft can only log onto one network, each Service Provider shall provide a back-up service for airlines contracted to the alternate Service Provider. This may be limited to safety traffic only.
How are the ANSP and Airport Authority charged for safety traffic??
Do they pay directly on a volume basis?
Do they pay a flat fee only?
Do they pay a flat fee for the connection and airlines pay a volume based fee for safety traffic (as is done now for FANS)?
Service Provider will charge airlines for traffic. Will this apply to safety traffic?
Internetworking between Service Providers complicates matters as Service Provider #2 must recover costs from the ANSP, Airport Authority and Airline #1, either through Service Provider #1 or possibly directly.
Airport
Airline #1
ANSP
Airline #2

14. Figure 11 -CSP owns AeroMACS
Service Provider #1
AeroMACS
Service Provider #2
safety traffic
Service Provider #1
Service Provider #2
Description: Multiple CSPs own the AeroMACS infrastructure at an aerodrome however airline processing facilities are remotely located. Multiple Service Providers provide access to airlines and other users whose processing facilities are remotely located. The use of multiple Service Providers allows airlines to preserve their standard commercial relationship with Service Providers for datalink services. The ANSP is connected to one Service Provider while the airport authority is connected to another. Both have responsibility for safety traffic.
The ANSP and airport authority are connected to one Service Provider only. The internetworking link ensures that safety traffic is carried to aircraft via both networks.
As each aircraft can only log onto one network, each Service Provider shall provide a back-up service for airlines contracted to the alternate Service Provider. This may be limited to safety traffic only.
How are the ANSP and Airport Authority charged for safety traffic??
Do they pay directly on a volume basis?
Do they pay a flat fee only?
Do they pay a flat fee for the connection and airlines pay a volume based fee for safety traffic (as is done now for FANS)?
Service Provider will charge airlines for traffic. Will this apply to safety traffic?
Internetworking between Service Providers complicates matters as Service Provider #2 must recover costs from the ANSP, Airport Authority and Airline #1, either through Service Provider #1 or possibly directly.
Airport
Airline #1
ANSP
Airline #2

15. Figure 12- Airline owns AeroMACS
Airline AeroMACS
Airline #1
ATC
Airline #1
ANSP
Airport
Airline #2

16. Figure 13- Airline owns AeroMACS
Airline AeroMACS
Airline #1
Internetworking
Service Provider #1
Service Provider #2
ATC
ANSP
Airport
Airline #1
Airline #2

17. Figure 14 –Airlines own AeroMACS
(Primary) AeroMACS
Service Provider #1
(Secondary) AeroMACS
Service Provider #2
Service Provider #1
Service Provider #2
Airport
Airline #1
ANSP
Airline #2

18. Figure 15 –Airlines own AeroMACS
Service Provider #1
AeroMACS
Service Provider #2
safety traffic
Service Provider #1
Service Provider #2
Airport
Airline #1
ANSP
Airline #2

19. Figure 16 – Airlines own AeroMACS
Service Provider #1
AeroMACS
Service Provider #2
safety traffic
Service Provider #1
Service Provider #2
Airport
Airline #1
ANSP
Airline #2

21. Condition 2- Data category
Within these broad categories, the data communications services and applications can be described as either fixed or mobile, based on the mobility of the end user.
However, because of operational constraints on the international frequency spectrum allocated for AeroMACS, only those services that can directly impact the safety and regularity of flight are candidates for provision by AeroMACS.
Some examples of potential AeroMACS services and applications are listed in next slide which extracted from “Potential AeroMACS Service Categories in U.S. by Mr. Brent Phillips; FAA”

22. Potential AeroMACS Service Categories in U.S.
Potential AeroMACS Services
Air Traffic
Airlines
Airport
Mobile
Mobile
Mobile
AOC Services
ATC
Port Authority Ops
AAC Services
Advisory Services
Advisory Services
Safety Services
Fixed
Fixed
Fixed
Surface CNS Services
Port Authority Ops
TBD
Security Services