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 ATC ANSP (own AeroMACS) Airline #1 Airline #2 Airport

5. Figure 2-ANSP owns AeroMACS Service Provider ATC ANSP (own AeroMACS) Airline #1 Airline #2 Airport

6. Figure 3-ANSP owns AeroMACS Service Provider ATC ANSP (own AeroMACS) Airline #1 Airline #2 Airport

7. Figure 4-ANSP owns AeroMACS Service Provider #1 Service Provider #2 ATC ANSP (AeroMACS) Airline #1 Airline #2 Airport

8. Figure 5-ANSP owns AeroMACS Service Provider #1 Service Provider #2 ATC ANSP (AeroMACS) Airline #1 Airline #2 Airport

9. Figure 6-ANSP owns AeroMACS Service Provider #1Service Provider #2 ATC ANSP (AeroMACS) Airline #1 Airline #2 Airport Internetworking

10. Figure 7- CSP owns AeroMACS ATC AeroMACS Service Provider 1 ANSP Airline #1 Airline #2 Airport

11. Figure 8- CSP owns AeroMACS ATC AeroMACS Service Provider 1 ANSP Airline #1 Airline #2 Airport Service Provider #1 Service Provider #2 Internetworking

12. Figure 9 -CSP owns AeroMACS (Primary) AeroMACS Service Provider #1 (Secondly) AeroMACS Service Provider #2 ANSP Airline #1 Airline #2 Airport Service Provider #1Service Provider #2

13. Figure 10 -CSP owns AeroMACS AeroMACS Service Provider #1 AeroMACS Service Provider #2 ANSP Airline #1 Airline #2 Airport Service Provider #1 Service Provider #2

14. Figure 11 -CSP owns AeroMACS AeroMACS Service Provider #1 AeroMACS Service Provider #2 ANSP Airline #1 Airline #2 Airport Service Provider #1Service Provider #2 safety traffic

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

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

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

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

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

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 TrafficAirlinesAirport Mobile Fixed Mobile Fixed Mobile Fixed ATC Advisory Services Surface CNS Services TBD AOC Services AAC Services Advisory Services Port Authority Ops Safety Services Port Authority Ops Security Services