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Future Aeronautical Communications Part 3

Tham khảo tài liệu 'future aeronautical communications part 3', kỹ thuật - công nghệ, cơ khí - chế tạo máy phục vụ nhu cầu học tập, nghiên cứu và làm việc hiệu quả | 38 Future Aeronautical Communications Wi-fi with the Gatelink solutions Cellular network directed toward aircraft such as the Aircell solution operating in the US. Wimax that is being introduced by a number of vendors 2. High speed geostationary satellites Ku-Band Inmarsat new I-4 constellation of satellites 3. Low orbital altitude flying moving satellites Iridium constellation of 66 satellites that can support data service up to 128Kbps Iridium next generation satellite network NEXT planned for 2014 15 Each technology has its merits and limitations. As such it is expected that most will be in the market for a number of years to come. What is less certain concerns the right commercial approach to develop and gain market share. Regulatory aspects are also important and they will also affect the adoption of one technology over another for cockpit communication. Today no standard approach has been adopted by airlines to implement new practices and infrastructure to accommodate broadband aircraft communication capabilities. Essentially each implementation of supporting infrastructure has been unique. The only common IP broadband technology installed in today s major airframers New Generation Aircraft NGA is the availability of a Terminal Wireless Lan Unit TWLU capable of wireless IEEE 802.11 connectivity from and to cockpit systems. Cellular connectivity is also widely used but is not generally connected to cockpit systems other than to the Quick Access Recorder QAR . EFBs are the main type of cockpit IT systems in use today. They require a level of resilience above that needed by the non-critical applications but the data exchanges at least initially still can be limited to hubs and main stations however the increasing complexity of EFB applications will also make the IP wireless links whether in the hubs in flight or at out stations and overall connectivity to airlines own networks much more critical for airlines operations. In addition to the normal use of ACARS for