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….Airplanes …As a Network….

Small Aircraft Transportation System (SATS). ….Airplanes …As a Network…. A Presentation to Interested Participants Jan 22, 2003 by Ralph Yost Innovations Division, ACB-100 William J. Hughes Technical Center. Airborne Internet….SATS and Beyond.

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….Airplanes …As a Network….

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  1. Small Aircraft Transportation System (SATS) ….Airplanes …As a Network…. A Presentation to Interested Participants Jan 22, 2003 by Ralph Yost Innovations Division, ACB-100 William J. Hughes Technical Center

  2. Airborne Internet….SATS and Beyond Mobile connectivity is a growing technology in our society today. Its growth is fueled by the desire of people to remain connected to "the network" even while traveling. From wireless LANs at home and the office to wireless connectivity with Personal Digital Assistants (PDAs), people are utilizing new methods to extend the traditional network connectivity that originated with a wire to a computer. The idea of using these same mobile connectivity principles has found its way into aviation…and is being applied to comm, nav. & surveillance functions. The concept of basic network connectivity could be used to connect other mobile vehicles, including automobiles, trucks, and trains. Network connectivity could be obtained between vehicles and a ground network infrastructure, thus enhancing their ability to process data relative to their operation.

  3. The Small Aircraft Transportation System is a safe travel alternative, freeing people and products from transportation system delays,by creating access to more communities in less time. The idea of an Airborne Internet was produced as a result of NASA's Small Aircraft Transportation System (SATS) program planning. The SATS program needed Airborne Internet to accomplish its performance goals. Program planners identified the need to establish a robust communications channel between aircraft and the ground network. But the utility of Airborne Internet has the potential to extend beyond the SATS program.....It could open up a whole new set of operating capabilities, safety and efficiency for tomorrow’s transportation industry. The Genesis of an idea……Airborne Internet

  4. SATSLabs and A.I. • Each SATSLab has some level of interest in A.I. • The level of interest in A.I. Varies between the Labs Virginia SATS Team Maryland SATS Team Southeast SATS Team North Carolina & Upper Great Plains SATS Team.

  5. SATS Operational Capabilities To Be Demonstrated in 2005 • Higher Volume Operation at Non-Towered/Non-Radar Airports. • Enable simultaneous operations by multiple aircraft in non-radar airspace at and around small non-towered airports in near all-weather. • Lower Landing Minimums at Minimally Equipped Landing Facilities • Provide precision approach and landing guidance to small airports while avoiding land acquisition and approach lighting costs, as well as ground-based precision guidance systems such as ILS. • Increase Single-pilot Crew Safety and Mission Reliability. • Increase single-pilot safety, precision, and mission completion • En Route Procedures and Systems for Integrated Fleet Operations. • Provide simulation and analytical assessments of concepts that integrate SATS-equipped aircraft into higher en route air traffic flows and controlled airspace.

  6. Airborne Internet….Beyond SATS …..and out into the horizon • Why should A.I. Be limited to SATS? • SATS will receive greater benefit from A.I. development and application if A.I. is expanded beyond the realm of SATS • Why should A.I. be limited to General Aviation? • Why should A.I. be limited to Aviation? • Other modes have the potential to benefit: railroad, automobile/truck/highway, maritime • The greater the interest in the development of A.I., the greater the benefit to all

  7. Why an Airborne Internet Forum? • Leverage resources. • Join our common interests to form a greater whole • Establish a legal entity for possible funding of A.I. development • Collaborate to produce guidelines and standards that will provide a roadmap to FAA certification (GS&Cs) • Individual contributors to this process will enjoy possible early business opportunities in A.I.

  8. The Cycle of Revolutionary Advances in Technology R&T Development & Evaluation Phase Initial Acceptance Phase Transition development International endorsement Deployment Phase System Maturity Phase Idea is proposed, briefed, funding sought SystemDeployment Maturation System Development Airborne Internet Evolution Airborne Internet Development Proof of Concept Revolution 2002 2007 2012 2017 2022 20XX Airborne Internet has the potential for greater impact in aviation

  9. B B Technology: Goal • Analog technology foundation • Dual function transponder • Line of sight • Provide aircraft altitude, range, ID code • Extensive processing can provide flight trend prediction • Flight coverage is geographic dependant • Low altitude gaps • Many GA airports not covered A.I. Application Example: Surveillance Radar Augmentation A/C tracking depends on secondary surveillance radar Transponders in A/C reply to ground interrogations from surveillance radars. ATC has positive knowledge of A/C position, altitude, etc. • Outside of radar coverage ATC has no positive knowledge of A/C position, altitude, etc. • Use checkpoint reporting Current System: Limitations: Radar dependant airspace. Radars are installed as airspace traffic density increases (e.g. NE U.S.)

  10. The History of Secondary Surveillance Radar Technology British Develop radar for air defense (preWWII) CAA deploys ASR-1 FY 1950 System Maturity Phase System Refinement ATCBI-6 Monopulse SSR Mode S DATALINK Early Deployment DABS/ADSEL Secondary Surveillance Life Cycle ATCRBS Early Develop. First ASR antenna at Smithsonian 1930 1940 1950 1970 1990 20XX ARTS, 1975

  11. Network Aircraft as we do Computers A Possible Solution? Graphic courtesy of CNS Inc.

  12. KEY REQUIREMENTS:Reliable Connection to Network Current aviation voice comm is VHF - Continue to use VHF but add Satellite - Use BOTH to maintain mobile connectivity to a network - Provides equipment and frequency diversity - Spectrum efficient - Report GPS/WAAS position data continually to network

  13. Flight Tracking at All Altitudes - Provides potential ATC participation to ALL aircraft - Coverage: Ground up - Includes Gulf of Mexico, Oceanic, entire continental U.S. High Altitude Sector En Route Low Altitude Sector Transition Airspace GND 0 10 20 30 40 50 60 70 80 90 100 110 120 Graphic courtesy of CNS Inc.

  14. Airborne Internet Accomplishment Summary • Task 1: Conducted technology assessment, NAS Infrastructure assessment, built first AI Demo set for proof of concept. (completed Jan 2002) • Task 2: Produced interface description document, conduct AI demos, add NOTAMs capability. (May-Sept 2002) • Task 3: Upgrade NASA LARC D.I.F. trailer to AI capability, add a/c system, Network Application Service Interface Document, Functional Description Document, tech note on interface to Harris ADS-B mapping system.

  15. Potential Benefits • Data transfer and applications available to commercial and GA • Spectrum efficient: many functions over a single/dual frequency • Minimizes the number of radios and antennas on an aircraft • Voice over IP • Provide ATC coverage to aircraft using non-radar covered airports • No ground equipment required at airport • Surveillance augmentation includes Gulf of Mexico and Oceanic • ATC Flight following to more GA aircraft

  16. For more information: Ralph Yost Innovations Division, ACB-100 William J Hughes Technical Center Atlantic City Airport, NJ 08405 (609) 485-5637 Ralph.Yost@faa.gov http://acb100.tc.faa.gov http://www.AirborneInternet.com http://www.airborneinternet.net

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