Quest for Connectivity: How Fast? How
Much? How Soon?
So what is it that has kept the market for high-speed connectivity
in the business jet cabin from going gangbusters like everyone thought
it would a couple years ago?
Numerous theories exist on the subject, but before getting into
that discussion it must be acknowledged that every avionics vendor
and airframe maker worth his salt has spent some serious money over
the past year rolling out new cabin connectivity products and integrated
cabin management systems that will let the executive or VIP in the
back of the airplane browse news stories on the Internet, talk to
the home office, and flip between a live major league baseball playoff
game and the latest, forgettable Arnold Schwarzenegger movie on
DVD.
And most of them will be showing those new systems and integrated
solutions this week on the show floor. That goes for cabin connectivity
systems employing Inmarsat's Swift64 data service, which is now
commonly used in a dual-channel system offering 128 Kbps uplink/downlink
speeds, as well as high-speed, broadband solutions using Ku satellite
transponders.
"It hasn't developed at the rate we thought it world,"
said Jody Glasser, senior director of advanced technology for Teledyne
Controls, which offers the Smart Cabin solution to the business
aviation market. "A lot of us thought that high-speed data
was something everybody wanted. But business aviation has been weak
in deliveries this year. Bombardier and Gulfstream came out and
said they will deliver half of what they did last year.
"So part of the problem is the U.S. economy and the scrutiny
on CEO spending, which has put a damper on spending money on equipment.
We're convinced we haven't lost Swift64 service to other companies;
people just aren't buying."
And part of the problem has been the nature of pricing for Swift64
service, which is the most common form of data transmission because
the relatively small antenna needed can be mounted on the tail of
even small business aircraft. Circuit-switched packet data can cost
$7 to $10 per minute for a 64 Kbps connection and double that for
two-channel 128 Kbps communications.
"Even people with substantial wealth thought that was too
much money," observed Glasser.
The solution to that cost dilemma seems to be on the horizon, though,
which is good news for companies selling products into this market
like Honeywell, Rockwell Collins and Thales. And that savior is
expected to be MPDS-mobile packet data service-where users don't
pay for connections by the minute, but for the amount of data transferred.
MPDS capability is of a "bursty" nature that follows
the typical person's business and entertainment needs-you read a
little, and then click on an Internet link, wait for it to download,
and then read a little more. It is not a continuous flow of high-megabit
data, and the advertised prices for MPDS is about $5.50 per megabit
of data transferred.
Developing MPDS has been a technical challenge for companies like
Inmarsat because such capability is a "shared" service
amongst dozens or hundreds of users. The hurdle is figuring out
how much of the channel each customer is using so they can be billed
properly. The shared aspect of MPDS is similar to cable modem service
for the home computer in that everybody shares the coaxial cable.
The drawback is that the more users on the network the slower the
transmission speeds. (Cable companies get around the billing problem
by charging everyone the same, fixed amount.)
Earlier this year, Atlanta-based EMS Technologies completed Inmarsat
Type Approval of its HSD-128 high-speed data terminal for Inmarsat's
Swift64 MPDS service. It was the first MPDS type approval of any
aeronautical high-speed data terminal granted by Inmarsat.
Other companies like Teledyne Controls have conducted beta tests
of the technology, but "we're waiting for the service providers,
and Inmarsat, and the ground segment reliability issue to be satisfied."
Another obstacle slowing usage of Swift64 -based services is the
promise of higher-speed-data capabilities-namely Ku-band satellite
broadband. Connexion by Boeing has pretty much had the business
jet market for broadband to itself (but only for large aircraft
due to the fuselage-mounted antenna), but that competition advantage
looks likely to end in the next year due to development of broadband
capabilities from companies such as Arinc and its Skylink system,
and Rockwell Collins with its eXchange system-introduced just this
week in Orlando.
The key aspect of these new broadband solutions is that they can
be installed on smaller business jets using either tail-mounted
antennas or smaller fuselage-mounted ones.
What's made the application of smaller antennas possible is the
asymmetrical nature of the new broadband-data rates to the aircraft
are higher than data rates off the aircraft. In other words, type
in a website address on a computer and hit "enter" and
the request is transmitted at a maximum of 128 Kbps. It is the receiving
end that captures the multi-megabits of data. Technically, receiving
is easier to accomplish than transmitting. If you don't need to
transmit at faster than 128 Kbps-and if you're on an airplane it
likely you need to receive more than you send-then you don't need
the large antenna.
There's another wildcard in the connectivity deck. That is the
technology of instant messaging, which is now being introduced by
Verizon and Sita for use on commercial airplanes. It is not high
speed but does permit quick and inexpensive access to limited amounts
of data.
The following section examines the latest cabin connectivity news
from the major vendors.
HONEYWELL
INMARSAT
This week the company will introduce its Ovation MH Series,
C Series and E Series cabin management systems. Ovation offers
business jet passengers and crew entertainment and information
tools, communication, productivity, cabin controls and onboard
services.
The Ovation line of cabin management systems features two
new system configurations, the C Series and the E Series.
Each includes high-speed data, multi-channel satellite communications,
multi-regional satellite TV, satellite radio, passenger control
units and connectivity services. The Ovation C Series, an
enhanced version of the flagship MH cabin system, utilizes
a redundant controller area network data bus for added reliability.
Differential video signals remove video noise common in
the aircraft for crystal-clear video. Additionally, the C
Series reduces time on ground for maintenance, upgrades and
modifications with on-board programming and onboard testing
and diagnostics that allow the system to monitor its own status
and repair certain faults while reporting information to the
crew.
The Ovation E Series features complete digital distribution
of command and control data, entertainment audio/video sources
and computer and network data. A gigabit Ethernet backbone
supports office and entertainment technologies while providing
bandwidth for future growth. The architecture is designed
for integration of third-party equipment while reducing space
and weight requirements.
The new offerings from Honeywell came with the recent acquisition
of Baker, a company that specialized in cabin management systems,
passenger interfaces and entertainment distribution.
Honeywell's goal is to get airframers to install the Ovation
system backbone in "green" aircraft off the assembly
line, reducing the amount of time the airplane spends in the
completion shop, said Tim Swords, Honeywell Cabin Management,
Systems and Services site leader.
After a year long trial of one-way text messaging aboard
Singapore Airlines, Swiss airline technology provider Sita
has said it is ready to launch a two-way inflight test messaging
service over mobile phones. Passengers can now input up to
160 characters, incorporating words, numbers and certain country-extended
character sets via their in-seat telephone inflight entertainment
screen.
They can choose to pay for the service either using credit
cards or Sita Aircom's prepaid card. The price of the service
has yet to been finalized.
According to Sita the new service is generating interest
from airlines worldwide and it is currently working with several
to launch inflight text and email by the end of this year.
It will also enable airlines, airports and other travel companies
to text their staff and passengers with important information
about their travel plans, including reservations, flight information
or promotional messages.
"The current trend for airlines is, of course, to closely
monitor the cost-benefit ratio of any new service provided
to passengers, yet they all want to differentiate their cabin
service with the latest trendy technologies," said George
Cooper, head of Airline Operations and Aircom Services at
Sita. "With Sita Aircom's short messaging service, airlines
can quickly differentiate their customer offering while benefiting
from the low investment needed."
The popularity of text messaging onboard airliners continues
to grow. According to the results of the latest annual Airline
IT Trends Survey, conducted by Sita and Airline Business
magazine, 25% of airlines will offer email and 22% will provide
text services to passengers on board their aircraft by the
end of this year.
By 2006 these figures will rise to 46% and 45% respectively,
according to the survey.
ROCKWELL COLLINS
CONNEXION BY BOEING
With the installation of dual Collins HST-900 transceivers
to a Collins SAT-906 satcom system, a Falcon 900EX becomes
the first business aircraft in the world to operate simultaneous
dual high-speed data (HSD) channels and Aero channels. The
system has received an STC from the FAA.
"We are building on our successes by maximizing available
technologies," said Denny Helgeson, vp and general manager
of Business and Regional Systems for Rockwell Collins. "By
bonding the channels, we are able to provide 128 Kbps data
rates, pushing this technology to the next level."
The Collins HST-900 is designed as a companion to the Collins
SAT-906 satellite communications system, the HST-900 provides
connectivity using Inmarsat's Swift64 service.
The STC permits the use of aero safety services in the flight
deck and simultaneous voice and high-speed data channels in
the cabin. This capability is made possible through a Rockwell
Collins proprietary software management system that ensures
the flight deck maintains its priority and pre-emptive receipt
of essential communications. The management system also validates
frequency assignments to ensure there is no potential interference
with GPS frequencies.
The HST-900 system enables simultaneous use of high-speed
data and Aero H/H+ services through a common 60-watt high
power amplifier and high-gain antenna. Once installed, the
HST-900 can be upgraded for new generations of Inmarsat high-speed
data services without affecting the SAT-906 functionality.
The installation includes a Collins Wireless LAN Unit (WLU),
which supports the IEEE 802.11b standard and is DO-160D certified.
The WLU simplifies installation, since it does not require
routing of wires throughout the aircraft cabin. This enables
laptop users to gain access without hard-wired connections.
The company is currently exploring options and potential
partnerships for reaching the general aviation and business
aircraft market with its broadband Internet service. While
available today on the Boeing Business Jet and other private
and government transport aircraft, a market exists for connectivity
on smaller aircraft, Boeing says.
In recent news, Connexion by Boeing said that it will use
Intelsat satellite service for inflight broadband Internet
and data services for passengers on transatlantic airliners
starting in 2004.
Following successful service demonstrations with Lufthansa
and British Airways earlier this year, Connexion by Boeing
signed a contract with Intelsat for satellite connectivity
that will enable airborne travelers to access high-speed Internet
and data services via Intelsat's 907 satellite at 332.5ºE,
the newest spacecraft in Intelsat's global fleet.
The contract includes two transponder leases using 907's
Ku-band Spot 1 beam for real-time transmission and reception
of web pages, email, data and entertainment content. Passengers
will be able to connect laptops or Internet-enabled PDAs to
wireless LANs or Ethernet jacks inside equipped airplanes,
with end-user speeds comparable to land-based cable modem
or DSL service. The satellite connectivity may also be used
by airline crews for communications with ground operations.
"I believe this service is going to radically change
the air travel experience and it has opened a new type of
opportunity for the satellite industry," said Intelsat
chief operating officer Ramu Potarazu. "We worked closely
with Connexion by Boeing to ensure that the quality and speed
of our satellite connections met or exceeded their requirements
for successful commercial roll-out."
THRANE & THRANE
TENZING
The company will present its latest aeronautical satellite
communication solution, the Aero-HSD+, at NBAA this week.
Aero-HSD+ is a multi-channel voice, fax and high-speed data
solution, integrating the Aero-H+ and Swift64 Inmarsat services
into one system.
The Aero-H+ service provides two global voice, fax, and
PC modem data channels and one packet data channel for cockpit
communications. The 4-channel (6 MCU) version provides a single
high-speed Swift64 channel (64 kbps) while the 5-channel version
(8 MCU) provides two high-speed Swift64 channels (128 kbps)
for ISDN, MPDS, G4 fax, and secure telephone equipment.
Based on the ability to combine the Aero-H+ and Swift64
Inmarsat services, Thrane & Thrane's Aero-HSD+ offers
data communications at speeds up to 64 kbps for passenger
connectivity to Internet services, while flight and cabin
crews can work with the ground-based information systems they
need.
"A unique and very important benefit of Thrane &
Thrane's Aero-HSD+ system is the Mobile Packet Data Service
(MPDS) which allows the user to stay online even if data is
not transmitted," said Gitte Elsing, Thrane & Thrane's
aeronautical sales manager. "With MPDS the user only
pays for the volume of data transmitted, not for the connection
time."
With all of the above services combined into one (6 MCU)
system, the Aero-HSD+ meets the need for weight reduction
on board. The system weighs less than 19 pounds.
Earlier this year, Airbus and Tenzing successful completed
the first full-scale test of Tenzing's email services using
the Inmarsat's Swift64 service over a standard high-gain L-band
satcom antenna. The purpose was to demonstrate to airlines
a scaleable, reliable and affordable systems solution for
passenger email and Internet access.
The system combines hardware and software from Airbus, Rockwell
Collins, and Tenzing. It uses an aircraft's existing high-gain
satcom antenna and available worldwide coverage, making it
affordable for airlines to deliver both email and live Internet
services to passengers. More than 1,800 aircraft worldwide
are installed with this type of satcom antenna. The solution
is designed to support short, affordable retrofits, making
it possible for airlines to equip their entire fleet in months.
It can also be upgraded to new generations of the high-speed
datalink with minimal impact.
The Airbus A318 used for the demonstration is equipped with
the Airbus in-Flight Information System (AFIS) hosting Tenzing's
email software connected to the ground network. Connectivity
was provided using Inmarsat Swift64 service to transmit messages
at 64 Kbps over Rockwell Collins' SAT-906 Satcom system and
HST-900 high-speed data transceiver. Several major airlines
have expressed interest in the system, which is now available
for installation.
In addition to passenger applications, the AFIS system will
host applications targeting the airlines' operational needs,
which will take advantage of the Swift64 data connection to
the ground.
ARINC
EMS TECHNOLOGIES
ARINC created a new business unit this summer to pursue opportunities
in providing aeronautical satellite voice, narrowband, and
broadband data services for the commercial airline, government/military,
and business aviation markets.
ARINC Satellite Services combines the company's GLOBALink/Satellite
operations, which provides Inmarsat voice and data communications
to airlines, government, and military customers, with its
SkyLink Ku-band satellite business, currently targeted at
the large business jet market. ARINC will be launching the
SkyLink service in the fourth quarter of 2003 with launch
customer Gulfstream Aerospace.
ARINC is working with SES AMERICOM to facilitate the launch
of the SkyLink broadband communications service for executive
aircraft. The agreement covers final development of ARINC's
SkyLink solution using the SES AMERICOM Ku-band satellite
capacity over North America.
When fully deployed, SkyLink will be capable of delivering
data rates of 8 to 10 Mbps (million bits per second) via transmissions
direct from satellites to business jets, using an ARINC-designed
antenna integrated into the aircraft.
The company has introduced the Cabin Network Xcelerator wide-area
network optimization device for use with the EMS family of
high-speed data products. The CNX is 100% transparent to network
operation, and is capable of working on all types of applications
using high-performance, low-latency algorithms.
An aircraft installed with CNX and its companion product,
the EMS Xstream 4800 (which is installed at the airline network
operations center) form a complete "link accelerator
system" that enhances Inmarsat data link performance.
"With the CNX installed, a 128 Kbps Swift64 data connection
can look like a 512 Kbps connection," said Ray Larkin,
EMS director of sales and marketing for aeronautical satcom
products. "With an EMS HSD-128 and CNX combination, you
have a near-broadband data connection."
Larkin added that EMS plans to move forward with a smaller
fuselage-mounted antenna for aircraft in the Hawker and Lear
60 class.
