Page 25 - ITU-T Focus Group on Aviation Applications of Cloud Computing for Flight Data Monitoring - Avionics and Aviation Communications Systems
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ITU-T Focus Group on Aviation Applications of Cloud Computing for Flight Data Monitoring
                                            Avionics and Aviation Communications Systems



                    the utilization of existing certified aircraft tracking. ADS-C is an important building block as it currently
                    fully supports the conclusions of the Aircraft Tracking Task Force (ATTF) that a near-term goal of global
                    tracking of airline flights should be pursued as a matter of priority. It is also consistent with the findings
                    from the draft ICAO global aeronautical distress and safety system (GADSS) concept of operation.





               11.  On-board data link infrastructure


               11.1  Current


               11.1.1   Introduction

               This section describes existing data link avionics system infrastructure available on aircraft today. Appendix 3
               provides more details. On-board data link systems are typically divided according to the following categories.
               Systems that are a part of and support:
               i)   The flight deck – The aircraft control domain (ACD);

               ii)   The aircraft information services (AIS) data domain.
               iii)  Data link systems that are a part of and support the cabin or the passenger information and entertainment
                    services (PIES) data domain.
               iv)  Data link systems that are limited to ground use only. Also known as airport surface data communications
                    systems that include Wi-Fi (GateLink) and cellular technologies; these systems are not considered further
                    in this Report since they are never used inflight and therefore cannot support flight tracking or real-time
                    in-flight data streaming.
               Data link systems that are required for critical required data communications between air crew and air traffic
               control and airline operations control are described as supporting safety services. For example, aircraft
               separation through the use of ADS-C is described as a data link safety service.

               For a data link system to be accepted and qualified as suitable for safety services, the communications avionics
               and the associated data link services must meet stringent performance requirements. These avionics systems
               typically take years to specify, develop and then qualify before they undergo months of flight trials in order
               to demonstrate the required level of dependability needed for safety services. Aeronautical mobile-satellite
               (route) service (AMS(R)S) is designated by ICAO and ITU for a two-way communication via satellite(s) pertaining
               to the safety and regularity of the flight along national or international civil air routes. To date, Inmarsat I-3
               (Classic Aero) and 1-4 Classic Aero service are approved for safety services. Iridium is now being used for safety
               services and Inmarsat I-4 (SwiftBroadband) is also now undergoing FANS over SwiftBroadband evaluation for
               safety services.

               Aeronautical mobile (route) service (AM(R)S) is designated by ITU for a two-way communication pertaining to
               the safety and regularity of the flight. To date, VHF data link including VDL Mode 2 is the only terrestrial data
               link approved and used for safety services.
               Air-to-ground (ATG) cellular, Ku-band and Ka-band data link systems are not approved for safety services.


               11.1.2  On-board data link systems infrastructure – AIS domain/flight deck systems

               Most data link systems for flight deck and avionics use are associated with the ACARS system which is available
               and used on-board most aircraft today, especially for long haul trans-oceanic aircraft. There is some use of other
               airborne data links for flight deck use but this is rather limited compared to the use of data links associated
               with ACARS. ACARS systems and associated data links shall be considered first followed by a discussion on
               other data links utilized for the flight deck.




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