Helping you understand the technology, integration and advances of aircraft avionics and equipage, Ken Elliott continues a five-part series on aircraft connectivity, this month concluding his review of on-board connectivity.

In the previous article on this subject we reviewed an aircraft’s means of connecting, externally, to the outside world via the use of installed aircraft equipment. In this article we focus on how that same equipment turns its attention to internal connectivity. We cover how information is transferred, converted, interfaced and displayed to both passengers and crew.

Once received via a designated antenna, content is down-converted to video, voice and data. However this information needs further adapting in order to ensure compatibility with onboard devices. Included in this extra step is the need for human interface, allowing the selection of audio and visual components.

Emergence of PEDs

One area of in-cabin connectivity that has been brewing for years, and is now maturing is an ability for passengers to use their personal walk-on devices as a means of utilizing the aircraft’s inflight entertainment and more. We all recall the days when even the largest of business jets relied on a few bulkhead monitors, speakers and headsets.

One monitor always portrayed Airshow and the other relied on Video Cassette Recorder (VCR) input. Now jump forward, past the evolution of in-seat monitors and CD players, to the expectations of today. Envision an aircraft maintaining an option to use aircraft mounted monitors, but a preference to use what you own and are familiar with; the walk-on personal device.

Enabling this capability is not easy as there are Apple’s iOS and Google’s Android to deal with, including different versions thereof. There is also the extent to which you may want to use a Personal Electronic Device (PED), such as an ability to control many of the aircraft cabin features, thereby reducing the need for switches, controls and wiring.

PEDs may connect the passenger into their home-office Virtual Private Network (VPN), allow video conferencing and enable streaming of TV or movies. The range limitation of the information media is set by the capability of the satellite and aircraft satcom, bandwidth and baud rate.

Today, via a satcom service provider, customers may select information speeds from Kilobits per second (Kbps) to multiples of Megabits per second (Mbps). Meanwhile using 4G ‘air to ground’ (ATG) both on the ground and during flights over terrain, bit rates of 2-12 Mbps may soon be expected.

Platforms

Some of the major onboard connectivity providers are:

•Cobham
•Gogo
•Honeywell
•Rockwell Collins*
•Thales
•True North
•VIASAT

*Note the recent acquisition of ICG.

The above connectivity provider platforms can be exotic, covering most aspects of cabin functionality. Aircraft OEMs will typically embrace these integrated platforms and, in collaboration with the equipment supplier provide brand identifiers such as Venue, Ovation or AeroWave. In those cases, the system is usually holistic, extending throughout the cabin, and even reaching into the cockpit with some of its features.

Companies like VIASAT have moved into the aircraft itself, having originated from the satellite end of things. VIASAT’s VIP Inflight Internet includes most of the aircraft equipment required, and the company can also provide both Ku- and Ka-band services on the same aircraft.

Passengers can expect somewhere near 12 Mbps speeds on their individual devices whenever the Kaband is in use, allowing for intensive applications such as teleconferencing or video streaming.

Security, Interference & Vulnerability

Security: Security, via encryption and other means, is essential when using the more accessible connectivity that is available today. Manufacturers are hard at work, continuously improving their protections to stay one step ahead of the hackers and intruders.

Some new onboard routers can automatically alert users when flying in certain airspaces where it is required for data to go via ground stations. This requirement increases the ability of foreign agencies to ‘see’ sensitive information.

Interference: Interference is another concern, where onboard systems must not interfere with primary aircraft operating systems. Integrators of inflight systems are subject to rigorous controls, via the Type Certificate (TC) and Supplemental Type Certificate (STC) process of certification. New systems are flown and aircraft avionics monitored for interference, both from the inflight system to avionics and the other way around.

Vulnerability: It must be understood that increasingly, we are becoming reliant on the use of satellites and they are vulnerable to meddling from unfriendly sources. As with the GPS constellation and its use for Performance Based Navigation (PBN), concerns over reliance on satellite technology for communications and connectivity are valid.

Operators acquiring aircraft that are intended for use over a number of years should include alternative equipment, such as the new SmartSky Networks 4G solution that connects via air to ground (ATG), and not via a satellite, when operating over the US.

It may sound like paranoia but a divided world still exists and a less direct-confrontational means of waging ones battles is becoming more popular. It is not such an unimaginable stretch to move from the current practice of hacking into remote computer servers, to taking control of, or altering the operation of satellites. Few wish to admit or face this daunting possibility.

Presentation

Assuming that we have the downloaded information processed, an aircraft’s inflight system then needs to present to, and interact with, the passengers and crew both visually and aurally.

A plethora of devices and techniques are utilized to this end. More adapting of the audio-visual signals may be found on legacy aircraft than with new machines. Typically, the broader a single manufacturer’s technology reach is across the cabin, the more seamless the integration may actually be. A list of aircraft system and cabin devices that record, adapt, define and convert voice, video and data follows:

• Cockpit Voice Recorders (CVR): Network devices
• Flight Data Recorders (FDR): Blue Tooth devices
• Flight Data Acquisition Units (FDAU): Engine trend monitoring units
• Quick Access Recorders (QAR): Bus & signal converters
• Data Adapters: Data Acquisition Units (DAU)
• Terminals: Mechanical adapting devices
• Routers: Signal conditioning units
• USB Ports: Analogue to digital converters
• Configuration Modules: Health & usage monitoring units
• Data Bus Converters: Data devices for flight tracking
• Data Filters: Serial to parallel converters
• Satcom Interface Devices: Cell phone interface devices.

The following list of some of the major suppliers of recording, adapting, defining and converting equipment focuses on those companies that specialize in these fields. Many of the major avionics manufacturers include these processes in their mainline products and systems:

• Cobham (Spirent)
• Teledyne (Avionica)
• Harbert Flight Display Systems (Alto)
• Thales (Astronics)
• DPI (Blue Avionics)
• Lufthansa Technik (DAC International)
• Nexsys (Skylight Avionics)
• Shadin (Satcom Direct).

Note: Many of the Electronic Flight Bag and cabin & cockpit display manufacturers, also produce adapting and converting devices for their own product lines.

Some Interface Considerations

While there are data speeds to consider, also there is bandwidth and the ability of a system to work with multiple devices. Techniques such as data compression can allow more users to benefit from increased available bandwidth.

Another consideration is the ability to connect and remain on line, even though the aircraft is moving. That concern is centered on the antenna gain, the frequency band in use and the system functionality. However, the ability of personal devices to stay connected remotely, via Wi-Fi for example, is another aspect of maintaining a connection.

For some operators, such as those using GlobalVT from Satcom Direct, or Simphone Mobile GSM from True North Corporation, it is possible to use personal mobile phone numbers, and by default personal address books, connecting callers using an onboard router. Satcom Direct users do not incur roaming charges.

More and more the means of interface is becoming Application (App) based. The use of PEDs permits more App-based programs, including ones that control the various cabin systems. Gulfstream has three Apps that interface users with their aircraft:

•Cabin Control allows users to adjust cabin comfort, entertainment and lights.
• PlaneBook permits a paperless cockpit.
• Satellite Voice acts as an SIP-based phone for Apple iOS devices on Gulfstream aircraft, enabling customers to use an in-cabin Wi-Fi Internet connection to make and receive calls with Apple devices.

Aircraft builders are now seeing the advantage of extending the onboard use of PEDs, negating the need for wiring and interface equipment, commonly known to avionic buffs as ‘Happy Boxes’.

There may be multiple satellite or ATG systems operating on a single aircraft, but users wish to use only one handset, or headset. Equally, if there is a complex cabin Inflight Entertainment (IFE) system, consisting of different sub-assemblies, operators want to use a single remote device or have the ability to control all from a single (and personal) PED.

Using a ‘single service set identifier’ (SSID), for a wireless area network (WAN), it is possible to rely on the router to select the most capable and fastest available service. Onboard services can connect outside the aircraft using multiple frequency-band methods such as Ka-, Ku- and L-Bands as well as via air-to-ground.

Newer routers can smartly allocate bandwidths to users, so VIPs may be provided with more and pilots less, bandwidth. These same routers, using SIM cards, can select GSM (3G-4G) services and save costs to the user. When selecting cabin routers, ensure they can auto-select communication services agnostically and not be forced to go to a preferred provider.

Staying with routers, ensure the router that you select can be set to prevent automatic background downloads. This common activity uses up bandwidth and ties up the PED. Most of these updates are not pre-requested and may be downloaded on the ground.

Displays

PEDs aside, there are many ways to display data in an aircraft. For the cockpit, and those aircraft not able to display paperless cockpit information on their primary displays, there are both Multi-Function Displays (MFDs) and Electronic Flight Bags (EFBs). EFBs come in three classifications, depending upon the extent to which each is mounted and then interfaces to the aircraft’s primary systems.

In fact, EFBs must not connect directly to primary aircraft systems, unless the means of installation has been specifically approved, such as with some Class 3 applications. To cover EFBs will take a complete article on its own, but relevant to this article is that EFBs mostly connect via a firewall unit to an aircraft’s avionics systems. An example of this is when EFBs are used to access aircraft performance data.

CMC, a popular supplier of EFBs, uses an Aircraft Information Server (AIS) and apart from its ability to connect for data, it connects to satcoms and Wi-Fi, for weather, tech logs and other pilot applications. The EFB, however, never electronically connects directly to the aircraft systems for this purpose.

For the cabin a designer can be creative, but there is still a need, and desire for, hard mounted displays in cabin bulkheads and discretely stowed monitors in the individual seat armrests.

Also whereas in the past monitors were controlled by a remote controller and external switch-controls, today they are touch screen with a remote option. Some of the more popular display suppliers are:

• Harbert (Flight Display Systems)
• Rosen
• Barco
• Aircraft Cabin Systems
• Spirent
• EFB suppliers – as a separate and large group, providing all classes of EFBs, including ‘Commercial Off The Shelf’ (COTS), as carry-on devices.

Summary

Unseen in our modern aircraft cabin image (Figure 7) are the many connectivity devices, installed behind side walls, under the floor and above the headliner. However, the more we are able to walk onto the aircraft with personal electronic devices, the less there is a need for onboard interface equipment.

Equally the use of hard-mounted handsets and seat displays will decrease. When selecting your cabin and cockpit electronics consider the following:

• Forward-thinking flight departments want data to inform them of the aircraft’s trip performance. They desire an ability to communicate flight and fault data to their maintenance personnel, and directly to equipment manufacturers, for immediate support. They also want the aircraft’s position known, in case of an incident, and they understand it takes additional technology to migrate all these data out of the aircraft in real time.

• Savvy flight departments specify communications and high speed data equipment so it provides the coverage, speeds and bandwidth they and their owners need, at the right rates per minute. This may mean equipping with a combination of Iridium and Swift Broadband, as well as the use of new Air- To-Ground 4G. Pilots, however, do not want to confuse their passengers with multiple user interface devices.

• Knowledgeable, but wise flight departments do their homework on capability and equipage options, while consulting with OEMs and preferred MROs, to ensure their desired selection will actually perform. Operational limitations, nuances of interface and software issues have plagued the industry for many years, but there are reliable and cost effective solutions out there. Wise flight departments do not venture alone.

All of the above concepts and systems involve some form of interaction and human interface inside the aircraft cabin. The purpose of this article was to make readers aware of these internal devices and methods used for voice, video and data, bearing in mind it would take more than a book to fully explain.

Finally remember that whatever you select for equipage, it must be certified on the aircraft, it may be obsolete or morph into another product within a few years and most important of all, it must not take away from an ability to resell the aircraft later.

Are you looking for more articles on avionics? Visit www.avbuyer.com/articles/category/business-aviation-avionics/

❯ Ken Elliott is a highly-respected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and Technical Director, Avionics at Jetcraft. Contact Ken via ken.elliott@jetcraft.com or www.www.jetcraft.com.

This article was written by Ken Elliott, Jetcraft Avionics – Technical Director, for AvBuyer Magazine. It was published in the April 2016 issue. Click here to view the Digital issue of the April AvBuyer or to view Archived editions.

Helping you understand the technology, integration and advances of aircraft avionics and equipage, Ken Elliott continues a five-part series on aircraft connectivity, this month with a review of on-board connectivity.

In last month’s aircraft connectivity article we reviewed providers of communication and data as well as a breakdown of the services they offer. Moving to the aircraft this month, we will see how on-board connectivity is associated with a multitude of external resources, many with minimal pilot intervention. In fact, while the pilot(s) concentrate on flight plan execution, a whole other spectrum of activity may be unfolding between cabin and cockpit systems and the world outside.

Today, a number of flight departments are able to provide a ‘company in the sky’ experience to their corporate teams, enabling minimal interruption to time-critical business activity and all taking place aft of the cockpit door. Meanwhile the pilot(s) can run a real-time travel management and operations business up front, with an aviation department flight attendant also playing an important role.

On the aircraft itself, there are systems that can ‘see’ and select from the broader information traversing the ocean of airspace. These same systems as well as others provide the means of communication to the crew, passengers and directly to aircraft avionics. Some communication components, often as single ‘boxes’, focus on conversion, and others simply display the information provided to them. Part 2 of ‘Connecting on Board’ will concentrate on conversion and display of information within aircraft.

In order to see external information, an aircraft uses antennas tuned to seek out minute signal levels of information carrying waves radiated at different frequencies. These carrier frequencies carry information modulated as voice, data and video. For efficiency, the modulation signals are sometimes compressed and scrambled.

An aircraft may have a significant number of antennas, each looking for and radiating at a specific atmospheric-penetrating frequency. Those that need to communicate with satellites look for, lock on and then track the satellites’ movement, executing exotic hand-offs as the earth rotates below the satellites’ stationary or orbital flight paths. Satellites often perform multiple tasks, one of which may be acting as a transponder. In this manner the satellite receives ground-sourced information, boosts it and then resends amplified signals to aircraft satellite antennas.

Cables within the aircraft route the carrier signal to and from transceivers that access and process the audio, data or video information being transported by its carrier.

Typically airborne systems have a control, processor and an output. The control may be automatic or via human interface. The processor, in essence, is directed to perform its specific function. Then selected and processed information is provided as an output in digital (data), audio or video form

Onboard Information Seeking/ Providing External Information

Weather: For an aircraft, weather is derived several different ways. Instruments using atmospheric probes detect the atmospheric conditions. A weather radar, mounted in the nose, provides real-time precipitation and (by analogy) turbulence, albeit with limited range and field.

Satellites, via Satcom, provide detailed nearterm weather, and ADS-B In provides the same. Sirius/XM, using a dedicated antenna, may also be providing weather. Even stand-alone lightning sensors are installed in some aircraft. Traditionally, and still available, is weather information at airports and elsewhere, provided via VHF and HF.

Satcom, FANS & Data: Primarily focused on oceanic operations, where satellites boost and relay service-provider information, aircraft Satcom serves as the transceiving device for communications and digital data to and from the aircraft.

Future Air Navigation System (FANS) uses the Satcom and includes aircraft surveillance via ADSC. High rates of bi-directional digital data may be transferred between aircraft and the orbiting or geostationary satellites. Passenger and some crew voice communication is also routed through the Satcom.

Companies such as FLYHT Aerospace Solutions, Ltd. offer streaming data capability using their stand-alone onboard AFIRS and ACARS-over- Iridium service. These onboard processors also connect to portable devices used by the flight crew. However, data can be shared via the internet to corporate VPNs. Examples of aircraft and fleet performance data are Health & Usage Monitoring Systems (HUMS) and Engine Trend Monitoring (ETM).

Streams of real-time aircraft diagnostic and performance data can be sent via the same Satcom used for voice. In fact, we live in the age of the Internet of Things (IoT), where for example, an aircraft on an average flight can now produce performance data measured in Terabytes, (e.g., the new Bombardier C-Series). Transferring all these data, in real time, to the ground becomes ever more an issue of bandwidth, where all the technology involved must have the capacity to handle the volume of information.

Below is additional guidance with respect to Satcom’s satellites, and the frequency of the carrier waves used:

• L-Band uses frequencies between 1 to 2GHz. L-Band provides narrower bandwidth and is used to meet light business jet requirements.
• Ku-Band utilizes approximately 12-18GHz range. The legacy Ku-Band is still widely used and has a medium bandwidth adequate for most applications where data capacity requirements are not so critical.
• Ka-Band services operate between 26.5- 40GHz. Ka-Band is being used by newer satellites and has very high data capacity and transfer rates, due to greater bandwidth.

Broadband: Speaking of bandwidth and the need to connect via the internet, OEMs and operators are equipping their aircraft more and more with dedicated systems that link to broadband services. Viasat, with its high capacity satellites, is just one of the broadband providers. Its use of both Ka- and Ku-Band satellites, along with its aircraft equipment and service plan, provides flexibility and single source accountability for operators.

With broadband capability, operators can easily conduct high-definition video conferences, stream music and video, connect live to their corporate VPNs and do much more while airborne.

VHF & HF Communications/Data: Traditionally and yet still in use, lower frequency transmission activity takes place over land and sea using VHF and HF. Controller Pilot Data Link Communication (CPDLC) is one current use of data over VHF. For HF this is known as High Frequency Data Link (HFDL). Popular for flight clearances, these legacy technologies will be around for some time to come.

ADS-B Out/In & Transponders: Leaping to the present, bi-directional and automated aircraft flight surveillance data flow between different aircraft and air traffic control facilities. The ADS-B technology includes the use of updated Transponders, Flight Management Systems (FMS) and other onboard equipment to facilitate this capability.

Weather, for display and useful en route flight information, is further provided when aircraft are ADS-B In equipped. For those with Satcom, ADS-C provides for similar ADS-B Out capability in Oceanic regions.

Emergency & Tracking: This is an information area that is truly booming, especially with air carriers and for aircraft operating in remote regions. Emergency equipment has been around for many years, but new to the market is equipment that tracks, monitors and frequently relays the aircraft flight status, for real-time use by a variety of interested parties.

Many traditional service providers, including wellknown names, have added dedicated flight tracking service to their portfolios. Some examples of companies that specialize in flight tracking are; Spidertracks, Skytrac, Flightaware and Blue Sky Network.

Emergency Locator Transmitters (ELTs), located in the rear of the aircraft and near the tail, are activated by excessive G forces, or may be switched to transmit, manually. Operating at 121.50, 234.00 and 406.00 MHz, they provide aircraft location and identification. 406 MHz ELTs can also provide the aircraft location via internal GPS.

Onboard Information Systems Primarily For Aircraft/Crew

Video & Audio: Once demodulated from the antenna signal by the system processor, video and audio can be distributed across both the cockpit and cabin. Advancements, such as high-definition video and low-noise digital audio, are only limited by the capacity of both external and internal systems to handle bandwidth requirements.

As more automated data information is visually displayed to flight crews, there is less reliance on audio.

Voice & Data Recording: Currently on many business aircraft a history of each flight is being recorded. Today voice and data are combined in single recorders. Flight Data Acquisition Units (FDAUs) collect thousands of data parameters representing the aircraft’s in-flight performance and interfacing those quantities of information to the Digital Flight Data Recorder (DFDR), as well as Quick Access Recorders (QARs).

QARs speedily access raw flight data and downlink them, via Satcom, to flight departments and operations centers. Sampling and refresh rates of QARs are different than FDRs because, although they are systems using similar technology, they perform different functions.

Cockpit Voice Recorders (CVR), designed or upgraded for FANS, need to be data capable to enable the recording of data link and digital messages in flight.

Because these CVRs and FDRs (or CFDRs) are designed for survivability, they include emergency location transmitters. While not operating during flight, beacons on recorders are very much communicating devices when the situation dictates. Deployable DFDRs, equipped with GPS and activated upon deployment, may be located more quickly; even if they cannot be immediately recovered, they will transmit recent flight data, recorded prior to activation.

Wi-Fi: Often Wi-Fi is a subset of a broader Satcom system working with either Inmarsat or Iridium satellites and associated on-board equipment. So either as a subset or a stand-alone system capability, the processor output for Wi-Fi will go to a routing system for the aircraft.

When the aircraft is on the ground, routers may also connect directly to cellular systems, enabling even ground maintenance operations that require connectivity. Routers provide a method for passengers and crews to connect via Wi-Fi and Ethernet for laptops, smartphones, personal electronic devices and electronic flight bags.

Live Communications & Data: As opposed to recording of voice and data, existing radios, ACARS, VHF data link (VDL) or HFDL and the use of Satcom are employed primarily for live communication and transfer of information data.

Several independent systems, each with their own antennas, fulfill this role. Communication and flight management devices are often on dual configuration. Data are transferred between devices, as well as to outside the aircraft. As a reliance on HF slowly fades into the sunset, so may the use of VHF. This is in line with a more automated and direct data (or digitized voice) approach to communications. Of course, as unmanned aircraft migrate into the NAS, communication will become digital and automated, machine to machine.

Crew Information: For crews, there is the need to provide information in a number of different ways. The most immediate form is alerting and advisory information, provided both aurally and visually. Important notifications can originate from outside the aircraft. An example of this will be weather and flight information alerts for the flight plan in use. Crews need to know the status of their systems and be able to react to any abnormal conditions.

Cabin crews and passengers need to connect to the cockpit and visa-versa. The flight crew are able to control to some degree what is shared within the cabin.

Flight departments and others may communicate directly with the crew via messages and voice, while service providers continuously update the trip planning and arrival services.

Flight crews are reliably connected to other aircraft and the ground via today’s cockpit technology. Clearances, passenger plan changes, route amendments, and so much more can be accommodated in the modern connected cockpit.

Other Aircraft Systems: For maintenance personnel and flight crew on the ground, having connectivity enables the downloading of performance data, virtual live troubleshooting by remote field service representatives, uploading of databases and the use of many mobile applications—all being additional and useful tools in the technician’s tool kit.

Systems on board may be connected via modems, USBs or dedicated ports, to portable devices. iPads, Androids and Laptops are used in most flight departments and hangar operations today, reducing downtime, cost and misdiagnosed faults.

Summary

Across the preceding paragraphs, we have outlined the layer of ‘information-platforms’ communicating in and out of the aircraft. Between the information that satellite and ground networks transfer and what is managed for operators by service providers, it is clear there is an ever expanding amount of data going back and forth.

The next article in this series will drill down even further within the aircraft to address onboard services. It will focus on how information is transferred, converted and displayed within both the cabin and the cockpit.

There are different protocols and specialists in this area. Above all there is a lot to consider, because free enterprise and competition have provided us with many choices and, therefore, the potential for many issues.

While a good thing, the expansion of choices opens up opportunities for different technology integrations, each with a unique path and a potential risk of incompatibility.

Equally, aircraft OEMs increasingly favor single avionic suites and branded cabin management systems, presumably safe from these integration risks, secured by their proprietary software networks. As you may discover your aircraft may be designed and outfitted either way.

Are you looking for more articles on avionics? Visit www.avbuyer.com/articles/category/business-aviation-avionics/

❯ Ken Elliott is a highly-respected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and Technical Director, Avionics at Jetcraft. Contact Ken via ken.elliott@jetcraft.com or www.www.jetcraft.com.

This article was written by Ken Elliott, Jetcraft Avionics – Technical Director, for AvBuyer Magazine. It was published in the March 2016 issue. Click here to view the Digital issue of the March AvBuyer or to view Archived editions.

The cultural and visual wealth of this city is unmatched, virtually around every corner is an iconic monument; Paris is a picturesque 19th-century cityscape, crisscrossed by wide boulevards, large parks and the river Seine.

The French capital is divided into some twenty arrondisements, the first of which contains the Ile de la Cite and the iconic Louvre museum (pictured). The districts then spiral from the first in a clockwise direction, giving Paris its name ‘L’escargot’ or ‘the snail’.

When To Go:

With a climate similar to that of London, Paris is a pleasure to visit at any time of the year, and offers a new experience with each season.

Summer in Paris brings comfortable temperatures between 20-30 degrees Celsius and the winter months typically see temperatures between -5C and 10C, with occasional snow but nothing a good Parisian scarf can’t remedy.

What To Do:

In summer, Paris blooms into a heavenly, warm maze of endless lush parks and green boulevards, ripe for blissful picnics, peaceful walks and world class shopping. It’s easy to lose a day perusing the independent art galleries of Le Marais (pictured) and taking in the energy of the vibrant grand boulevards.

See the recently constructed Fondation Louis Vuitton in Paris’ second largest park, the Bois de Boulogne. Set in an imposing yet delicate structure, the art gallery, holding the extensive collection of French billionaire and founder of LVMH, Bernard Arnault, is a sight to behold and provides a different spin on the traditional museum outing.

Paris’ innumerable palaces also offer a great escape into the nation’s decadent past. Beyond the beauty of the Louvre is the magnificent Chateau of Versailles, the original residence of Marie Antoinette where you can almost hear her utter those immortal words, ‘Qu’ils mangent de la brioche’ (let them eat cake, of course).

Back in the city centre, the Grand Palais (pictured) frequently holds art exhibitions and special events at this stunning venue. See everything from homages of the great fashion designers to elegant soirees for the Parisian elite in the endless halls of this glorious edifice.

In winter though, Paris transforms. Impressive Christmas decorations go up around the city and the French capital retreats indoors, moving the culture to the magical halls of the city’s buildings.

Scattered amongst Paris’ countless monuments are world famous museums and galleries. For a splash of modern art and contemporary design, the Pompidou Centre is the place to go. For those of a more classical and impressionist inclination, the Louvre and the Musee d’Orsay are the better choice. The world famous Louvre, formerly a behemoth of a palace built by Louis XIV, is home to some of the world’s most famous artwork, including the Mona Lisa.

Once the culture intake has been maximised, the city is a veritable Valhalla for shopping. Chanel, Louis Vuitton and Yves Saint Laurent are but a few of the names whose origins grace the streets of Paris, it really earns its place as the home of couture. From Avenue Montaigne, boulevard Saint-Germain and the numerous luxury shopping centres, you and your wallet better come prepared.

And when the day is done, Paris plays host to some of the world’s finest dining; it truly is paradise for foodies. Paris is home to more than seventy restaurants sporting single-Michelin star status and no fewer than ten able to boast the extremely rare accolade of three stars, including ‘Alain Ducasse au Plaza Anthenee’, ‘Le Meurice’ and ‘Pierre Gagnaire’ officially ranking them among the best the globe has to offer.

Where To Stay:

If asked to describe Paris in three words it might be grand, traditional and romantic. These three places to stay perfectly embody these Parisian ideals:

Grand; Nearing the completion of a complete renovation, The Ritz is one of the most famous hotels in Paris. Stunning inside and out, it is globally renowned for its incomparable savoir-fair in the care it takes for each and every guest, treating them as though they were its only residents.

Traditional; Located in the Heart of the ‘Triangle d’Or’, the Four Seasons Hotel George V is another example of a hotel whose being is inextricably woven into the fabric of Paris’ long-standing culture. Its decadence and attention to detail make it a go-to destination for the most discerning of visitors.

Romantic; A stone’s throw from Trocadero, the Shangri-La (pictured) is positioned in the most fashionable part of Paris, the 16^th arrondisement. With spectacular views of the Eiffel tower and the Seine, ornate grand staircases and the incredible Michelin starred restaurant, L’Abeille, this hotel sets itself apart by its sheer elegance and romantic charm.

Before You Go:

The Parisian people are notoriously stoic and often viewed as judgmental towards ‘outsiders’. This overly exaggerated cliché is easily avoided and quite often simply wrong. When shown respect and a genuine interest in their ways and culture, Parisians can be the nicest, most welcoming people you’ll meet.

The centre of Paris is surprisingly small, so take the opportunity to walk between locales as this is the best way to discover those gems that are off the beaten track which make Paris one of the most memorable capital cities in the world.

Louvre Museum, Le Marais, and Le Grand Palais photos courtesy of © Paris Tourist Office – Photographer : Daniel Thierry. Shangri-La Hotel Paris image courtesy of Shangri-La Hotels and Resorts.

Helping you understand the technology, integration and advances of aircraft avionics and equipage, Ken Elliott continues a five-part series on aircraft connectivity, this month with a review of providers and service…

In our introduction to aircraft connectivity, we began by showing how aircraft connect inbound and outbound to the external aviation community. For aircraft, connectivity may mean data associated with communication, navigation or surveillance. For example, the data shared with GPS positioning as navigation and ADS for surveillance can be considered as connectivity.

For the purpose of this series we’ll focus on communication, with both the voice and data that it carries. So keep in mind that, in reality, total aircraft connectivity is a very broad subject.

Service providers are the link between networks and customers. They may be offering turnkey solutions to operators as primary providers or specialized solutions as secondary.

The networks are actually platforms that connect sources to destinations. For example, a satellite receives data from a source and relays the information to a destination. To understand why platforms such as satellites and ground facilities are necessary, we begin with a quick physics review of wavelength and frequency.

Basic Physics of Aircraft Communication

The electromagnetic spectrum (EM) is a fascinating area of physics that forms the background for many aspects of our lives. Consisting of an electric component and – at 90° – a magnetic component, a sine wave oscillates between positive and negative cycles so many times per second. The rate of oscillation is termed frequency and the higher the frequency, the more cycles of EM energy occur within each second of time.

Imagine a fixed oscillation of 125m cycles per second… that is a Very High Frequency (VHF) waveform oscillating either side of a zero energy level 125m times during one second, or Mega Hertz (MHz). By modulating the peaks of this wave (defined as the carrier wave) at the rate of our speech, 85–255 cycles per second, messages can be sent over long distances.

ATC towers and avionics equipment create these carrier waves, modulate them with the voice from the pilot’s microphone and then transmit them over the airspace. Once received by antennas placed on each aircraft, onboard avionics remove the modulation from the carrier and process the signal into audio for the pilot’s headset.

Equally, superimposed modulation frequencies can be data (images, text, etc.) for other onboard display devices. This method of communicating is termed Amplitude Modulation (AM, see Figure 2). Another method, known as Frequency Modulation (FM, see Figure 3), varies the whole carrier waveform at a rate that produces audio or data.

The range of carrier frequencies that we call VHF are only capable of radiating as line of sight, so VHF signals do not follow the Earth’s curvature. Therefore they have limited range but still project information much further than we can ‘throw our voices’.

Other frequency ranges behave differently: High Frequency (HF) signals, which cycles at a rate of 2-30 MHz, do follow the Earth’s curvature. Despite the fact HF has served communications on long haul flights for many years, it is subject to all sorts of signal variation. The ionosphere, impervious to HF signals, drifts up and down in relation to the Earth’s surface.

This characteristic causes the deflected HF radiated beam to be shifted as it circumvents the planet due to the whimsical activity of the Sun, causing the HF frequency to drift around and the demodulated signal to fade in and out of reception.

Some time ago satellites became the answer to long-range communication, additionally offering the capability to handle significant amounts of data at very high speeds. Some satellite networks, such as Iridium, use a greater number of satellites (66) in low earth orbits to provide worldwide coverage throughout the entire globe. Others, such as those provided by Inmarsat, use geostationary satellites fixed in space and offer coverage to within about 15 degrees latitude of the North and South Poles.

Using different ground and airborne equipment, ATC and aircraft transmit carrier waves, modulated by voice and data, to satellites operating at frequencies between 1 and 40 Giga Hertz (GHz). More or less, this translates to communication rates a million times faster than existing terrestrial rates.

Communication Networks and Platforms

There are several major and minor satellite networks offering platforms as a means of bi-directional international connectivity between ATC, entertainment and information services for the aircraft customers they serve, Figure 5.

Meanwhile, there are three major (and several partner) ground facility networks offering platforms as a means of bi-directional regional connectivity between ATC, data services and aircraft. Also, multiple aircraft communicate between themselves on similar frequencies and modes to those used by ground stations.

The three major ground based network providers are Rockwell Collins ARINC using ‘Direct’ services for Business Aviation, Honeywell’s Global Data Center (GDC) and SITA. For these ground-based communications, SITA and ARINC work together with respect to VHF and HF frequency allocation and usage.

These major network providers use regional partners to help bring services online and then operate regional ground facilities. Beside satellite communication, and as voice communication transitions into digital data, High Frequency DataLink (HFDL) and VHF DataLink Mode 2 (VDLM2) are taking over as the preferred technology platforms for relaying instructions and messages across the planet.

In 2016, SmartSky Networks plans to emerge as a major phone and 4G LTE wireless network provider for aircraft operators. SmartSky, teaming with Satcom Direct as the service provider, will offer service above 10,000ft using a terrestrial network of air-to-ground (ATG) cell towers, initially within the US, but with an eye on international coverage later. GoGo Biz is an existing ATG provider, in addition to its Iridium services. It offers US coverage and broadband capability for Business and General Aviation aircraft.

Satellite Network Services for Aviation

• Eutelsat: In-flight Ka Band connectivity partnered with ViaSat.
• Iridium: Operational, passenger and safety services from cockpit to cabin. Specific programs for Business Aviation.
• Inmarsat: Operational, passenger and safety services from cockpit to cabin. Specific programs for Business Aviation.
• Intelsat: C and Ku Band broadband.
• SES: Full range of services supporting cockpit to cabin requirements.
• Telesat: C and Ku Band broadband, with Panasonic and ViaSat.
• Thuraya: L Band and mobile communications services.
• ViaSat: Ku and Ka Band broadband.
• XTAR: X Band services mainly for government use.

Service Providers

While Rockwell’s ARINC, Honeywell’s GDC and SITA are, in themselves, major ground and space-based service providers, others have emerged to offer a broad range of services. Several providers focus on niche services. For example, ViaSat, with its fast broadband video/internet service, operates a satellite of its own and leases bandwidth from others. This company works directly with business jet operators via its Yonder program.

Remarkably, ViaSat provides the satellite, aircraft avionics and ground network for its fast and reliable internet broadband services broadcast via Ku and Ka band carrier frequencies. Voice and data may be routed through outside service providers such as Satcom Direct.

While some companies own the satellites and provide a partial service, others just offer turnkey solutions. Companies like Rockwell Collins and Honeywell that do not own satellites engage with operators on many levels, providing the avionics and acting as a service provider. They utilize satellite networks owned and operated by established space technology companies such as Inmarsat or Iridium.

For simplicity, service providers may be split into two main groups. The first group – focused on trip planning – concentrates on providing a variety of services to the aircraft and its crew, both prior to flight and in real time during the flight. The second group covers flight data that address aircraft performance, location, route tracking and recording.

In our previous article we listed no fewer than 18 trip planning service providers. Some of these are well known to all, such as Universal and Boeing’s Jeppesen, offering a wide array of trip services and more. Others may be regionally specific or target their services to a particular operator group.

In that article we also listed nine flight data service providers, many centered on the emerging flight tracking market. Additional providers are emerging. By visiting their competitive websites you may see for yourself the variety and extent of services on offer.

Services

Providers offer different levels of service that may be contracted. Following is an attempt at a comprehensive summary of services by satellite, ground facilities, trip plan, flight data and a few useful tools.

Satellite Services

• When used for communication, satellites act as the bridge to ADS-C and conduit for voice, text, oceanic clearance & delivery and FANS.
• When used for information, they provide a link to weather, flight tracking, asset monitoring and emergency locating, and allow a broad avenue for streams of useful data.
• By using high speeds and broadbands, they relay images and video using the internet and private intranets.

Ground Facility Services

• Apart from the traditional Aircraft Communication & Addressing System (ACARS) service to air carriers, ground facilities provide analogue and digit al terminal in formation (ATIS & D -ATIS). Further services include ADS -B and emergency location over land.
• Ground facility operating platforms include C PDL C and HF DL for continental pre-departure clearance and messaging, while providing terminal weather, alerts and other important information to pilots.

Trip Plan Services

• Pilots may access a host of information from trip planning services, such as airport data, concierge and fuel arrangements, flight plans, weather and air traffic data.
• Complete manuals, charts and databases can be accessed, updated or shared and notices received, all in real time.
• Collaborative Decision Making (CDM) and datalink applications may also be available.

Flight Data Services

• For data needs, recent concern over flight t racking/ monitoring triggered a revolution across this technology sector. However other data have been collected, recorded and transmitted for decades. These include; Out, Off, On, In information, maintenance, safety and overall aircraft performance. Health & usage monitoring (HUMS) and engine trend monitoring (E TM) are typical examples of performance data.
• Specific to the recording of data, modern aircraft recorders (including Quick Access Recorders, i.e., QARs) monitor voice and store hundreds of aircraft flight parameters.

Tools

• Data tools are designed to optimize data communication. These include acceleration and data filtering. There are other tools, available for mobile applications and tools for accessing services, such as the NBAA’s ATS information as well as certain medical aids provided by commercial firms.

Additional Summary Comments

Satellite communication (satcom) has three components: Ground Earth Station – GES (using parabolic dishes); Space Segment (satellite); Air Earth Station – AES (aircraft).

The space portion uses geostationary satellites positioned, for example, 22,300 miles away from Earth, or low earth orbit satellites at only around 485 miles away. The three primary satellite operators for Business Aviation are Iridium, Inmarsat and ViaSat. Iridium covers the whole earth, including all oceans and both poles, while Inmarsat does not cover the poles. Iridium and Inmarsat own their satellites, but ViaSat owns one and leases bandwidth on others.

The performance of aircraft equipment connecting to the satellites reflects the network’s limitations. For example, Iridium-based GoGo Broadband is currently US domestic and partial Canada, operating at and above 10,000ft AGL, whereas Inmarsat’s Swift Broadband can operate below 10,000ft AGL, including on the ground, and covers a large portion of the planet. ViaSat operates like Inmarsat but with less overall coverage.

Other performance connectivity considerations may introduce limitations for operators, including:

• Weather over ground stations impacting data transfer rates;
• Antenna angles and elevations acting as a physical limitation;
• Transitioning between satellite coverage regions; and
• Scheduled and unscheduled maintenance.

Some services such as GoGo Biz include ATG ground-based domestic capability, as well as satellite coverage. The ground based coverage can provide reliable internet capability at a low cost. Data speeds are typically lower than what terrestrial-based users experience, but are catching up fast. One means of allowing broader bandwidth and higher data rates is to operate at different carrier frequencies. For satellites, the options are:

• X band (8-12 GHz)
• Ku band (12-18 GHz)
• K band (18-26 GHz)
• Ka band (26-40 GHz)

The use of the Ka band is relatively new and, going forward, appears to be the carrier frequency band of choice. Airborne systems, using this frequency band, are able to stream videos, download large data files and provide video conferencing across multiple onboard devices. Bandwidth can control the speed of data.

For ATG ground-based networks, moving the carrier from 3-4 MHz to 60 MHz reduces data package download time. Latency reduction techniques, meanwhile, reduce the time it takes for any single data byte to go back and forth between the aircraft and ground towers.

It should be noted that with all the commercial airline users and increasing number of business jet users, expanded coverage is still a significant challenge for infrastructure developers trying to maintain a reliable and continuous service worldwide.

Over subsequent articles, we will address how networks and service providers transfer connectivity data into the aircraft, how data are processed, and then how information is presented on board.

Are you looking for more articles on avionics? Visit www.avbuyer.com/articles/category/business-aviation-avionics/

❯ Ken Elliott is a highly-respected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and Technical Director, Avionics at Jetcraft. Contact Ken via ken.elliott@jetcraft.com or www.www.jetcraft.com.

This article was written by Ken Elliott, Jetcraft Avionics – Technical Director, for AvBuyer Magazine. It was published in the Februray 2016 issue. Click here to view the Digital issue of the February AvBuyer or to view Archived editions.

The Cessna Citation Jet 1+ is a turbofan-powered light corporate jet built by Textron Cessna. It was developed as an improved version of the CJ1 with the ability to fly faster plus a 100 pound gross weight increase allowing it to carry more payload over greater distances.

As of January 2016, 53% of the Citation CJ1+ aircraft were purchased pre-owned by their current owners, the other 47% new. 8.8% are currently for sale, with the majority of those (78%) under an exclusive broker agreement. When for sale, the average number of days on the market is 453.

Brief History

The CJ1+ replaced the CJ1 in 2005. It shares the same airframe but has an updated avionics package. Production ended in 2011 following completion of 102 deliveries.

Worldwide Appeal

There are 102 Citation CJ1+ aircraft in operation today. Most of these are owned outright (99) with 6% currently leased. North America has the largest percentage of Citation CJ1+ aircraft (53%), followed by Europe (31%).

What are your responsibilities within the global Jetcraft team?

When I joined Jetcraft in 2012 I was happy to continue working in the Asia region since I have been based here for over 30 years. As President of Jetcraft Asia, the overall direction of sales in the Asia region is my responsibility. Although the region is very large, there are still less business aircraft in the region than in California. There is scope to grow, which is why Jetcraft is here.

Describe a typical day or week in your role.

Being 12 hours adrift timewise with the US and Europe means that I always wake to many emails. One advantage of the time difference is that answers can be forthcoming overnight enabling me to respond quickly to the needs of the day. A key portion of my time is spent looking for buyers that need an aircraft we represent, or sourcing an aircraft that meets the needs of a buyer I am working with. Being located in the region is a major plus – this is not a region where you can work through emails alone. Getting out to meet people is crucial and a major part of the working day.

What do you love most about your job?

No two deals are ever the same. The mix and match of the various elements makes for a challenging day at times, but the variety of the transactions is one surprisingly enjoyable part of my job.

I also enjoy the challenge of working in an emerging market. Many of my clients in Asia are first time sellers, and buyers in the mature markets like the US or Europe don’t know about the opportunities that are available in Asia. One example is encouraging a buyer in Mexico to look to buying in Macau when the traditional way was to simply go to the US.

Describe the company culture at Jetcraft and what it means to you?

The company has a very can‐do approach. Everyone is driven to do all that we can for the customer and we are always looking for solutions.

What do you want your customers to experience when dealing with Jetcraft?

I want them to get the best overall service that they can throughout the entire process.

Who or what has been your greatest professional influence?

The first was without doubt a gentleman by the name of Desmond Norman who founded Britten‐Norman back in the 1960’s and who designed and built the BN Islander, a 10 seat bush airplane which has been produced for close to 50 years. The faith Desmond showed in me back in 1972 when he offered me a job selling aircraft was that break we all need in life and I have been selling planes ever since.

There have been others along the way of course. I was able to meet one boyhood hero during my work – the Last Man on the Moon. Nearly everyone knows who was first, but Capt. Gene Cernan is someone I watched leave the surface of the Moon in 1972. I never dreamed I would meet and get to know a modern‐day hero. I know this sounds corny but he is so down to earth and normal, despite the super‐human achievement.

Describe yourself in 3 words.

Tenacious. Tenacious. Tenacious.

If you were to buy a business jet, which aircraft would suit your needs and why?

That is a very hard question. I would rather not choose one OEM over another, so suffice it to say I enjoyed the type of flying that came with my first job in Africa for Britten‐Norman. We flew to places even surface vehicles struggled to reach (the mountains of Lesotho or spraying locusts in Sudan). This is a far cry from the ultra‐long range aircraft of today but it’s where my heart is.

Finally, what is your hidden talent or hobby?

I love redecorating or restyling property and looking after a garden. I miss those things living in Hong Kong.

Header Photo: On November 6, 2015, the Asian Business Aviation Association (AsBAA) hosted its Inaugural Charity and Awards Gala Dinner where, through a vote by industry peers, Jetcraft took home the award for the Best Aircraft Brokerage in 2015.

Distinguishing itself as something exceptional, Crete is a great deal more than just another Greek island. Known as ‘Megalónisos’ or the ‘Great Island’, Crete doesn’t feel water-locked at all, instead it has its own national identity, especially in the bigger towns along the more developed north coast.

From the moment you arrive you begin to feel its magic.  Cretans are welcoming and hospitable with a rich tradition and culture steeped music, art, food and crafts, working together to create an amazing and vibrant atmosphere set against some of the most beautiful architecture in Europe.

For those of a non-beachy disposition, there’s plenty to be found inland: exquisite remote chapels of the 14th and 15th centuries, ruined Minoan palaces and towns, plus fantastic hiking and botanising opportunities. Indeed, the island’s rich history stretches back thousands of years and is noted as the cradle of Minoan civilisation during the second millennium BC. Old settlements are dotted all over the island and are all free to be explored – an historian or archaeologist’s paradise.

And as Crete is the largest of the Greek islands, it’s offerings are irresistible and widely varied –from glamourous and developed resort areas to tranquil, quiet coves, hidden beaches and charming mountain villages.

When To Go:

Bathed in glorious sunshine for much of the year, Crete’s climate is one of the best in Europe – whilst the high summer months are too warm for some tastes, the rest of the year offers reliable warmth for those looking to avoid the crowds. Nearly every day is a sunny day on Crete.

Tourists traditionally start arriving in April and continue enjoying Crete’s joyous and sun-drenched climate until mid-October. For those keen to avoid soaring Mediterranean mid-summer temperatures or are looking to trek through the countryside are best advised to late spring or early summer and in the autumn when the weather is less extreme and the island is quieter.

What To Do:

In addition to relaxation and topping up one’s tan, Crete as a destination provides a multitude of things to do and places to visit.

Heraklion or ‘Iraklion’ is the fifth largest city in Greece and the administrative capital of Crete. The city sports a wealth of heritage and culture. This includes the ‘Αρχαιολογικό Μουσείο’ or Archaeological Museum which contains the world’s finest collection of Minoan artefacts and is situated in an old power station. The Venetian Loggia, now the town hall and the Palace of Knossos (pictured) are other highlights in Heraklion. The palace, originally Byzantine era but rebuilt in the 16^th century, is the closest one can get to walking in the footsteps of the Minoans.

Chania (pictured in header) is a beautiful town surrounded by ancient monasteries and small villages where one can be immersed completely into a quaint and honest culture and learn the ways of this rustic island either as part of a guided tour or as a solo expedition. The landscape around Chania is particularly breathtaking, with glorious creations of nature from endless gorges, (of which the Samarian and Therissos gorges being noteworthy examples), to beautiful sandy beaches.

The third, final and smallest of the major three towns is the medieval settlement of Rethymnon (pictured). Rethymnon is a lovely place to wander around and explore due to its Venetian and Turkish quarters which are punctuated by narrow lanes leading to palazzos and shady squares. When those have been exhausted, the surrounding area boasts exceptional archaeological treasures, coastal settlements, picturesque villages and vast valleys lined with olive groves and vineyards, perfect for a rustic, rural European getaway.

Where To Stay:

When choosing the right pied-a-terre for your holiday, one has to consider the preferred mode of escape. For luxury, unparalleled service and privacy the Domes of Elounda Autograph Collection is unmatched, set as it is on the jaw-dropping Cretan coastline with a fusion of spectacular dining, impeccable service and an excellent spa. Based in Elounda, Crete, a stunning area famed for its celebrity fans including Brad Pitt, Jennifer Aniston and Angelina Jolike. Domes of Elounda’s private villas and views are unparalleled –   it is Crete’s finest destination.

For the intrepid hiker and for those in need of a technology detox, Milia Village mountain retreat (pictured) in the Chania region is delightful, nestled amidst countless trails and stunning landscape. Additionally, the The Aquila Atlantis Hotel in Heraklion offers a lovely escape and sits conveniently within walking distance from the picturesque Byzantine monuments of the old town and the sparkling nightlife and beaches or the modern quarters.

Before You Go:

The implementation of ‘Mikró ýpno’ (or siesta, 3–5pm) is legally mandated quiet time for everyone on the island.

Drive carefully! Local driving talent is very mixed and fines are draconian – €350 for not wearing a seat belt and €700 for jumping a red light.

When eating out, select a wide assortment of local mezédes (appetizers) to share, rather than a main for each diner.

The true local tipple is Cretan rakí or mainland tsípouro in a carafe – which is more commonly seen on tables than bottled water. When on Crete, especially in or near Réthymno province where the brewery is, be sure to sample the excellent, delicious Brinks organic beer (4.8%), in both blonde and (even better) dark varieties.

Chania Harbor header photo courtesy of John Kotsopoulos. Vai Palm Forest Beach photo and photo of Rethymnon Old Port courtesy of VisitCrete.com. Milia Village photo courtesy of Milia Mountain Retreat.

The Gulfstream G200 (formerly known as the Galaxy 1126) is a super-midsize medium-range twin-turbofan corporate jet.

As of November 2015, 65% of the G200 aircraft were purchased pre-owned by their current owners, the other 35%, new. 12.6% are currently for sale with the majority of those (74%) under an exclusive broker agreement. When for sale, the average number of days on the market is 326.

Brief History

Originally named Astra Galaxy, the G200 began as a product of Israel Aircraft Industries’ subsidiary Galaxy Aerospace Inc. The first flight of the Galaxy took place on December 25, 1997 and it received certification one year later from the US and Israeli aviation agencies. The Galaxy was renamed “G200” after Gulfstream Aerospace acquired Galaxy Aerospace in June 2001, 2 years after deliveries began. Production ended in 2011 with a total of 250 deliveries.

Worldwide Appeal

There are 246 Gulfstream G200 aircraft in operation today. Most of these are owned outright (228) with 10% currently leased. North America has the largest percentage of G200 aircraft (66%), followed by Asia (17%) and Europe (10%).

Helping you understand the technology, integration and advances of aircraft avionics and equipage, Ken Elliott begins a five-part series on aircraft connectivity, starting with an introduction and overview of this vast subject.

For the last several years, designers, developers, providers and integrators have each contributed enormously to a revolution in aircraft connectivity, both internal to the fuselage and externally to destinations throughout the world. We are:

• Less reliant on voice communication;
• More able to monitor other aircraft and receive detailed performance of our own machine; and
• We can operate offices in the sky using high speed data, watch HD videos, track real time movement over distant oceans and send social media messages to our loved ones from all corners of the planet.

Over the next five articles, AvBuyer will review how we accomplish these marvels of our time, addressing both Networks and Providers, and the services they offer. We will cover equipment, integration and options available to business aircraft operators. Above all, we’ll attempt to demonstrate the wider aircraft connectivity of today and tomorrow, enabling operators to see the benefits of integrated systems and make wise economic choices for their investments going forward.

Note that connectivity is used in place of communication. Communication, by definition, implies voice and data streams but connectivity goes much further, as will be revealed.

A High Level Introduction & Overview

An aircraft connects externally to the outside world and internally to its onboard systems. The complexity of this connectivity is so vast that Figure 1 (right) can only represent a simplistic overview. This overall series, however, will mirror this functional block representation and the sub-sections of this introduction will do the same.

Satellite Networks

Ground-based facilities are adequate for most external connectivity, providing an aircraft is well within range, and the technology bandwidth and frequency are appropriate for the task. More significantly satellite networks have evolved to replace the old High Frequency (HF) services, filling in the oceanic and polar airspaces. They also supplant some of the ground VHF-based services and are on the way to doing more.

Aviation today is very dependent on satellites that provide voice, text, data, internet and video services to fleets of aircraft or single operators via Service Providers.

Inmarsat offers operator, passenger and safety services via its legacy Aero, Swift 64 and Broadband programs. During 2015, it commenced Ka Band platform coverage with the launch of a new range of satellites, and in partnership with Cisco, for gateway applications, offering 50Mb per second.

Ka band, branded as Global Express (Aviation), uses Inmarsat I-5 supplied satellites, of which there will be three, while L band is available from three earlier generation I-4 satellites, offering 3G service, and five legacy I-3 satellites also providing L band service.

Iridium also offers operator, passenger and safety services from its 66 low earth orbit (LEO) satellites. It enables broadband services for laptops and tablets. In 2016, as new satellites come on line, Iridium will begin to offer faster broadband with speeds of 1.4Mb per second. Both satellite networks offer smartphone capability, including optimized applications that may be used on board the business aircraft.

A third network, ViaSat, offers Business Aviation inflight Ka and Ku band internet. Services include video teleconferencing and this year speeds will double and coverage will increase up to seven times using a new second satellite. ViaSat has made significant inroads into Business Aviation, where existing aircraft OEM standardized platforms are not the only option. Their recent collaboration with Jet Aviation, on a 2016 Global Express program, is an example of this development.

Ground-Based Facilities

Still very much a part of the aviation infrastructure, ground-based services include voice, text and data, mostly over VHF. Aircraft communicate with Air Traffic Control Centers (ATCC), Terminal Radar Approach Controllers (TRACONs), and Air Route Control Centers (ARCC).

Very High Frequency (VHF) sits further along in the frequency spectrum than its longer range companion, HF. It is, primarily, a continental land-based communication system. VHF, as line-of-sight communication, has limited range. It uses a carrier modulated at much lower frequency rates with voice or data.

Still using VHF, but as a short-range capability, data services are also provided in different regions throughout the world. VDL Mode 2 (VDLM2), used for digital datalink, is 10 times faster than traditional VHF analogue datalink (VDL Mode 0). Traditional aircraft equipment can be replaced or upgraded to include VDLM2 capability.

VDLM2 supports the Controller Pilot DataLink Communications (CPDLC) requirement of Data Comm and is required for European and ICAO mandates. For the US, initial applications of datalink use both VDLM2 and allow continued use of VDL Mode 0. These form part of the overall adoption of FANS 1/A, extending to include North Atlantic Tracks System (NATS) that eventually will evolve into a wider data capability under the banner of ATN-B2.

At a lower frequency and using repeater ground stations, polar coverage of data can still be served by High Frequency Data Link (HFDL). Although Iridium satellite polar coverage (part of FANS over Iridium – FOI) is now available, HFDL remains an integral capability in the FANS 1/A toolkit.

Data shared between users includes operational, weather and engine reporting. Clearances, runway conditions and text messages are part of ATC data that will increase under NextGen/SES2+/ICAO Block programs as they move away from voice methods of communication.

Service Providers

While satellite networks and ground facilities provide the link between users, service providers offer the method to use those links. Providers support multiple applications and aggressively compete for the business (see Figure 2).

Ground facility providers are primarily ARINC (a division of Rockwell Collins) and SITA (a consortium owned by European airlines). Other VHF datalink services include ADCC China, DECEA Brazil, AVICOM Japan and Aero Thai.

These service providers and others that specialize at a sub-tier level, offer a potpourri of satellite- and groundbased tools for pilots and operators. Most services involving the use of data can be grouped into two primary categories. One is trip plan and the other flight data, and these include aircraft performance and flight tracking.

Beyond the satellite and ground facility service providers are sub-tier suppliers of specialized data tools that support the provider platforms. These data tools, however, are also offered or bundled by the primary service providers themselves.

Figures 3 and 4 provide comprehensive but not complete groupings of these sub-tier providers. Bear in mind that all service providers have multiple capabilities. It would therefore be prudent to contact each directly, including researching their websites. Lists in this article show where service providers tend to focus their resources.

Within each data grouping are the types of services being offered. Figures 5 and 6 begin with services provided from satellite and ground facility providers.

Figures 7 and 8 represent the specialized operation services from sub-tier service providers. These tools can be tabled under two major groups, trip planning and flight data. It is worth mentioning that included in the services provided are several additional tools. These are acceleration and filtering of data, mobile applications, medical aids and member services such as NBAA Air Traffic Services (NBAA ATS).

Connecting Onboard with External Transfer Platforms

Think of external transfer platforms as the means of moving internal voice and digital data to satellite networks and ground facilities, via service providers. Also these platforms receive and process data from outside. These platforms are on-board aircraft equipment transforming and transferring external and internal derived electronic information, in and out of the aircraft. External transfer platforms include complex Satcom and VHF equipment from avionics suppliers.

Connecting Internally via Onboard Platforms

External transfer platforms process and pass on voice, video and data to onboard cabin system platforms having topical brand names such as Smart Link, Venue and Ovation Select.

Connecting Internally with Onboard Services

From video to text messages, passenger address to lighting control, aircraft onboard services are as broad in their ability to control anything in the cabin as they are complex. Subsequent articles in this series will address these and other topics in much greater detail, informing readers of capabilities and choices available to operators.

Fully integrated platforms provide many services throughout both the cockpit and the cabin. Figures 10 and 11 offer just some of the platforms and associated services.

One such internal service on Figure 11 – ‘Provider Services’ – offers a wealth of information to both the cabin and the cockpit, including weather, moving maps, flight plans and company message transfer.

Converting Onboard

Think of these onboard platforms as a means of transposing physical things into digital things. Later these digital things are transformed into terabytes of data sent onward, via external transfer platforms, over superhighways forming an oceanic-capable internet.

Deep within an aircraft are sensors and converters that provide masses of data to both onboard and external transfer platforms. Most sensors are an integral part of the aircraft build, unless part of an aftermarket modification. On the other hand, many converters are added to facilitate the conversion of one kind of data to another. Examples include analogue-to-digital conversions and router-to-Wi-Fi connections, used when complex cockpit or cabin systems are added.

Aircraft manufacturers with the luxury of designing fully integrated avionics from scratch, can largely avoid conversion of signals and data. So expect to see conversion more in aftermarket solutions. Note that proposals from MROs focusing on aftermarket upgrades will often include conversion equipment, so do not be surprised when it appears on bids and proposals.

A common and emerging need for both sensors and converters is to enable the transfer of aircraft performance data to on-board tablets and devices or to external transfer systems for sending real-time data to the ground.

Displaying Onboard

Specifically, displaying of data and video onboard aircraft has become something of a separate area of connectivity. We listen to voice either in real time or animated, but the reliance on sound is becoming less for flight crews.  With broadband, display methods are critical to passengers.

Data as imagery, and data as visual script, are presented to flight crews on primary and multifunction flight displays, back up displays, FMS control display units, electronic flight bags, tablets and so many other forms of image presentation, such as HUDs with EVS.

Data as imagery, visual script and video are presented to passengers on seat controls, seat monitors, group monitors and via cabin Wi-Fi on tablets, smart phones and other devices. There is even now the product that covers sidewalls and bulkheads, thereby allowing full size display of images for the benefit (or possibly dread) of passengers.

It’s worth noting that many displays are hosted and branded by big name avionics manufacturers, forming subparts of complex systems, but the displays themselves are often made by other specialized suppliers, such as Barco.

A Future Vision

Aircraft devices connect and convert physical things into digital things. Onboard platforms scale and combine digital things, as data streams, to external reaching platforms. Later, terabytes of data are transmitted externally.

As aviation integrates into the Internet of Things (IoT) with its vast future ‘data lakes’, the road ahead offers endless possibilities, restricted only by the availability of storage and transfer technology, and the security of data, protected from both intentional and unintended consequences.

In 2016, Bombardier launches its new Inmarsat-based WAVE (Wireless Access Virtually Everywhere). With such smart branding alone, the smell of future possibilities already permeates the airspace in which we fly.

Are you looking for more articles on avionics? Visit www.avbuyer.com/articles/category/business-aviation-avionics/

❯ Ken Elliott is a highly-respected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and Technical Director, Avionics at Jetcraft. Contact Ken via ken.elliott@jetcraft.com or www.www.jetcraft.com.

This article was written by Ken Elliott, Jetcraft Avionics – Technical Director, for AvBuyer Magazine. It was published in the January 2016 issue. Click here to view the Digital issue of the January AvBuyer or to view Archived editions.