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?