Page 17 - ITU-T Focus Group on Aviation Applications of Cloud Computing for Flight Data Monitoring - Key findings, recommendations for next steps and future work

ITU-T Focus Group on Aviation Applications of Cloud Computing for Flight Data Monitoring
Key findings, recommendations for next steps and future work

• Cabin data link systems such as Ku-band, Ka-band and L-band Inmarsat SwiftBroadband, although not
approved for safety services, do provide very high bandwidth and low cost data transfer that supports
routine tracking, distress tracking and even full flight black box streaming. Air-to-ground (ATG) links since
they operate only overland are not suited for trans-oceanic operations. Cabin broadband SatCom data
link systems, although they do not have the same current equipage rates as flight deck data link systems,
are increasingly being installed to provide passenger Internet access and this is forecasted to continue
at a high installation growth rate.
• An apparent limitation of cabin data links is that they do not have native access to flight data system
sources on board, and some cabin broadband SatCom data link systems may have more near global
coverage. However, these limitations may be overcome naturally and easily. There are network enabled
IP data routing systems that have access to flight data that could be connected with the cabin broadband
data link systems, and with time most of the Ku and Ka services will cover more and more flight routes.
Cabin data links also have the issue that they are within the passenger information and entertainment
services (PIES) domain on the aircraft, which means there are additional security measures that may be
needed to protect AIS domain systems from potential attacks from the cabin. However, the industry is
already working on security solutions to enable AIS and PIES domains to be connected.
3.3.2.2.5.2 On-board aircraft surveillance and tracking infrastructure

Future air navigation system (FANS) messages are sent over the ACARS data links and networks. FANS
applications include: automatic dependent surveillance-contract (ADS-C), aircraft position reporting function
and controller-pilot data link communication (CPDLC) application.

• Automatic dependent surveillance-broadcast (ADS-B) (cooperative surveillance technology) is a well-
established data broadcast standard which is used for surveillance overland masses and the deployment
of space-based ADS-B over the next two years.
• Space-based ADS-B enables global surveillance including over 70% of the earth's surface which is currently
outside terrestrial surveillance areas. The projected performance of space-based ADS-B is consistent
with that of terrestrial ADS-B and fully supports the flight tracking recommendations made by the IATA
Aircraft Tracking Task Force (ATTF) in December 2014 and ICAO global aeronautical distress and safety
system (GADSS) concept of operations.
• Automatic dependent surveillance-contract (ADS-C) is an existing technology with regulatory approval
globally and already provides a two-way communication function between air traffic control (ATC) ground
systems and aircraft which can be transmitted automatically without pilot action. It is consistent with
the findings of the ICAO global aeronautical distress and safety system (GADSS) concept of operation.

3.3.2.3 Future technology

3.3.2.3.1 Ground-based infrastructure
Currently, there is not an efficient or effective ground-air/air-ground mechanism for data management,
exchange, and sharing of National Airspace System (NAS) originated information with aircraft or aircraft
originated information with NAS. This reduces the flight crews' scope of planning and ability to collaborate
with air traffic management (ATM) in making dynamic and strategic decisions during all phases of flight. Thus,
flight crews rely heavily on voice and other legacy communications for in-flight aviation information which
increases pilot workload on the flight deck. SWIM is currently being positioned to provide that ingrate suite
of infrastructure and services.

3.3.2.3.2 Airborne data links
• Due to the long timescales involved in developing new avionics data link systems and equipping a
significant number of aircraft already in service, the future on-board data link systems described above
are not suitable in the near to medium term. In the long term for 2020 and beyond, use of these data
link systems could be considered.

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