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report on airborne internet
DHOLE PATIL COLLEGE OF ENGINEERING
PUNE-412047
SEMINAR REPORT
ON
AIRBORNE INTERNET
By
Sijo Jacob
Guided by
Prof. Priyanka Kedar
DEPARTMENT OF COMPUTER ENGINEERING
Year # 2013 - 2014
DHOLE PATIL COLLEGE OF ENGINEERING,PUNE
DEPARTMENT OF COMPUTER ENGINEERING
CERTIFICATE
This is to certify that student Mr./Ms. ……………………………………………………… is studying in TE
Computer Engineering has successfully completed the seminar titled “SEMINAR TITLE”.
This study is a partial fulfillment of the degree of Bachelor of Engineering in Computer
Engineering of the University of Pune, PUNE during the academic year 2012-2013.
Prof. XYZ Prof. Arati Dandavate
Guide Head of the
Department
Principal
[no need of name]
ACKNOWLEDGEMENT
< Times new Roman, 12, sentence case , content by students>
I have made this report file on the topic Airborne Internet , I have tried my best to elucidate
all the relevant detail to the topic to be included in the report. While in the beginning I have
tried to give a general view about this topic.
My efforts and wholehearted co-corporation of each and everyone has ended on a successful
note. I express my sincere gratitude to Mrs. Priyanka Kedar who assisted me throughout the
preparation of this topic. I thank her for providing me the reinforcement, confidence and most
importantly the track for the topic whenever I needed it.
(Name of student)
Abstract
Airborne Internet Consortium concept
Need
The need for an Airborne Internet Consortium (AIC) is based on the lack of a common
organization for the aviation industry to leverage commercial Internet technologies. The advent
of new digital communication and processing technologies is radically changing the way
commercial businesses and social communications are being conducted. It would appear that
aviation is the last industrial segment to embrace the latest digital and Internet technologies.
Purpose
The purpose of the AIC is to accelerate the rate of adoption and absorption of digital and
Internet technologies into aviation. The AIC will provide the necessary research, certification
and guidance methodologies, advocacy, and influence in order to create the necessary
technologies, policies, and regulations required for the use of commercial Internet protocols in
aviation.
Benefits
With the availability of Internet technologies to all sectors of aviation from commercial to
general aviation, from the flight deck to the cabin, and from flight-related tasks to
entertainment, dramatic increases in communication and transportation mobility will be
achieved. Internet protocols and services will make aircraft easier to fly with more situational
awareness, safety, and security. Also, the productivity of passengers will be increased because
the growth in connectivity will allow people in transit to use otherwise unproductive time.
Once this increased communication and transportation mobility is implemented, new markets
will be created and established markets will expand at accelerated rates—which will increase
investments in economic development and create jobs.
Scalability
To encourage the creation and growth of markets, the Airborne Internet Consortium must
identify and develop technologies that will scale. The commercial Internet’s success has not
only been due to its ability to increase communication mobility, it has also occured because of
its ability to scale exponentially. The Internet has been able to meet the demands placed on it
by not having a fixed network topology or architecture. For this reason, part of the AIC effort
will include modern network theory and principles so that the Airborne Internet will retain the
resilience of the commercial Internet and not fail to scale to events such as extraordinary traffic
volume, disruptive weather, or exponentional increases in user volume.
JPDO Partnership
The power of future networked system architectures to transform aviation will enable scalable
airspace and aircraft architectures, flexible ground infrastructures, and new approaches to safety
and security in the system of systems known as Aviation. To insure that the Airborne Internet
Consortium is aware of network theory developments in aviation, the AIC will maintain a close
working relationship with the Joint Planning and Development Office (JPDO) .
I
TABLE OF CONTENTS
Chapter No Topic Page No.
ABSTRACT I
Chapter 1 INTRODUCTION
Chapter 2 LITERATURE SURVEY
1.1 HISTORY.
1.2 EXSISTING SYSTEMS.
1.3 CURRENT SYSTEM.
1.4 Journal Papers(If present)
Chapter 3 SYSTEM ARCHITECTURE
3.1 BLOCK DIAGRAM
3.2 SIGNIFICANCE
3.3 ---
3.4 ----
Chapter 4 TECHNOLOGICAL DESCRIPTION
3.1
3.2
3.3
Chapter 5 APPLICATIONS
Chapter 6 ADVANTAGES AND DISADVANTAGES
Chapter 7 CONCLUSION AND FUTURE SCOPE
REFERENCES
[1) remove borders of Table 2) Contents can be modified according to requirement, only
concern is to maintain flow and to cover all topics of seminar]
II
List of Figures
Figure No. Title of Figure Page No.
1.1 Conceptual block diagram of LAN 15
3.5
List of Table
Figure No. Title of Figure Page No.
1.4 Speedup performance readings 6
2.5
III
CHAPTER – IINTRODUCTION
The word on just about every Internet user's lips these days is "broadband." We have so much
more data to send and download today, including audio files, video files and photos, that it's
clogging our wimpy modems. Many Internet users are switching to cable modems and digital
subscriber lines (DSLs) to increase their bandwidth. There's also a new type of service being
developed that will take broadband into the air. In this paper, we'll learn about the future of the
Airborne Internet. We'll take a look at the networks in development, the aircraft and how
consumers may use this technology.
Land-based lines are limited physically in how much data they can deliver because of the
diameter of the cable or phone line. In an airborne Internet, there is no such physical limitation,
enabling a broader capacity.
The airborne Internet will function much like satellite-based Internet access, but without
the time delay. The airborne Internet will actually be used to compliment the satellite and
ground-based networks, not replace them. These airborne networks will overcome the last-mile
barriers facing conventional Internet access options.
CHAPTER – IIWHAT IS AIRBORNE INTERNET?
2.1 Airborne Internet
Also known simply as AI, the airborne Internet is a communication network that is designed to
include nodes or points of contact or interaction on different types of aircraft. First conceived in
1999, the idea of an Internet communications and delivery system that is air-based for use by
passengers and crew on airplanes has undergone some revisions over the years, especially as
technology continued to advance during the first decade of the 21st century. In additional to
consumer applications, the airborne Internet is also perceived as being a means of creating a
communications and information network that could be used in emergency situations or as part
of military strategies.
The idea behind the airborne Internet is to eliminate the need for any type of
communications infrastructure that is land-based. Instead, the equipment needed to create the
network would be installed in aircraft of different types, essentially making it possible to
maintain communications and information flow even if key facilities located on the ground
were rendered inoperable. At the same time, the air-based Internet would have full capability to
interact with land-based facilities when and as practical.
2.2 Mission & Benefits
2.2.1 AIC Mission
The mission of the Airborne Internet Consortium (AIC) is to define, develop, and promote the
common system elements necessary to deploy comprehensive aviation-based digital datalink
capabilities throughout the nation using evolving Internet technologies.
2.2.2 Public and Private Benefits
The AIC intends to undertake its research through collaborations with the public sector in a
manner that will:
Enable a safer, more secure, more cost efficient global airspace system by eliminating
communications as a constraint on the economic viability of aviation related
applications
Facilitate collaborative research and development in the field of aviation
communications
Develop open systems architecture and standards for aviation digital communications
Foster and promote general purpose, multi-application, scalable data channel protocols
in aviation
Develop intellectual content to guide public and private investment in aviation digital
communications
Promote international adoption of open systems architecture, standards, information
management structures, and protocols for aviation digital communications
Foster use of advanced aviation digital communications technology for public security
CHAPTER – IIIHISTORY
3.1. Breaking the information barrier
In 1903, the Wright brothers made aviation history when they broke the chains of gravity
holding man to the earth. In 1947, Chuck Yeager ushered in a
new age of flight when he broke the sound barrier. In 1999,
Ralph Yost from the FAA Technical Center broke the
information barrier when he conceived of a system in which
aircraft would be connected with a scalable, general purpose,
and multi-application aviation data channel and treated as nodes in a network. The Airborne
Internet Consortium (AIC) is helping to advocate this concept, which is known as the Airborne
Internet.
3.2 The beginning
In July of 1999, NASA Langley Research Center held a Small Aircraft Transportation System
(SATS) Planning Conference. SATS is an idea being developed by NASA in which small
aircraft and the nation's 5,000+ small airports will be utilized for public transportation.
In one of the conference sessions, it was envisioned that in order for SATS to be implemented,
a broadband radio would be required to connect the aircraft. It would carry all communications,
navigation, and surveillance (CNS) data over a single wide-
bandwidth channel—unlike the current approach where many
different radios and frequencies are used to provide CNS
functions.
During the session, Ralph Yost made an analogy between aircraft and devices on a
computer network. When the entire conference was briefed on the results of the session, Dr.
Bruce Holmes of NASA described the concept of a peer-to-peer aircraft network connected
with broadband radios as an “Airborne Internet”.
3.3 The airborneinternet.com website
In 2002, Ralph Yost created a website containing Airborne Internet resources such as white
papers, briefings, and reports. The website also covered news and events relevant to the
development of the Airborne Internet. Many of the materials originally available on the
airborneinternet.com website are located in the Resources section of this website.
3.4 The AICG
In January 2003, representatives from government, universities, and industry held the first of
many Airborne Internet Collaboration Group (AICG) meetings. The AICG explored the
benefits of public and private sector collaboration on the development of a systems architecture
based on open standards and Internet protocols for aviation communications.
3.5 The CIE
During the AICG meetings, several members of the computer industry introduced the concept
of using commercial off-the-shelf (COTS) XML Web Service protocols on the Airborne
Internet. The shared information space which would be created is known as the Collaborative
Information Environment (CIE).
3.6 The AIC
Companies that participated in the AICG formed the Airborne Internet Consortium (AIC),
which officially began operations in December 2004. If you are interested in becoming a
member, please see information on how to join the AIC.
CHAPTER – IVOBJECTIVES & OUTPUTS
4.1 AIC Objectives:
Create Airborne Internet (AI) guiding principles
Create an Airborne Internet Operational Concept
Create and evaluate Airborne Internet "system of systems" architectures
Influence, tailor, or create standards for the Airborne Internet
Demonstrate the capability of an Airborne Internet
4.2 AIC Outputs:
Research Studies – All research reports are copyrighted and treated as shared
datarights among Principal members:
o National Airborne Internet operations concept
Standards and Guidelines Reports – All standards and guidelines reports prepared for
release into the public domain:
o National Airborne Internet standards
o Guidelines for Airborne Internet product certification
Standards Setting Liaison – All ongoing standards liaison services provided to
members as long as necessary to achieve the targeted goals for influencing and/or
creating standards:
o Standards liaison working groups
CHAPTER – VSTRUCTURE
5.1 Legal Vehicle
The Airborne Internet Consortium (AIC) is a Delaware non-profit corporation chartered to
undertake science, research, and education activities. The AIC is registered as a tax-exempt
501(c)3 organization.
5.2 Governance Structure
The AIC governance structure consists of a founding board of three members for one year, to
be expanded to a seven member board of directors elected from among the membership.
Directors are elected only from among the Principal members of any given class.
5.3 Timeline of Activities
The Airborne Internet Consortium will startup and operate in three phases. The phases
approach is designed to match the timing and availability of support from various sources:
Phase 1 – Startup over a period of one year after the financial and legal commitment of
founders
Phase 2 – Definition of concepts at sufficient level to fully secure resources for
complete research
Phase 3 – Full research resulting in standards and certification guidelines
5.4 Operating Budget:
Phase 1 – Startup:
o Research – $300,000 goal
o Management and Operations – $85,000 minimum to $115,000 maximum
Phase 2 – Definition of concepts:
o Research – $2,500,000 goal
o Management and Operations – $215,500 to $245,000
Phase 3 – Full research:
o Research – $26,500,000 goal
o Management and Operations – $1,850,000 to $2,275,000
5.5 Resources Strategy
The AIC’s research and project management functions will be supported by a combination of
member contributions and the solicitation of government (Federal and state) program funding.
The Consortium’s business management will be supported by member dues and cost recovery
on project overhead.
5.6 Works of Airborne Internet
The concept seems pretty simple, have a plane flying over head in a pattern carrying long range
4g transmitters, transmitting internet across the city. Looking into the trigonometry in this, it
could potentially cover an area of up to 30-40 miles. I ran some numbers, and to have 2
Beechcraft Barons flying so that one was always in the air, it would cost $5,000 a day roughly.
If you had 5,000 customers, paying $30 a month for high-speed internet from this service, then
doesn't this business venture sound like it has potential?
A used aircraft would cost around $250,000 and around $50,000 to outfit it with the
transmitters roughly, meaning the total cost would be around $300,000 to cover a city (50 mile
radius) with this, currently, cell phone towers cost 150,000 to 200,000 and in cities, only cover
a few miles. Doesn't this seem plausible?
This plane would fly a few miles over the Earth, which is about how far away some cell
towers are from consumers, and there would be air between the plane and the receiver, not
buildings and walls, extending the range.
In order for consumers to pick up on the signal, a home base station would be used that
could power an antenna to provide high upload and download speeds.
The aircraft would essentially be a "wireless router" in the sky, transmitting all of the data
to a base station that has a backbone connection to the internet.
CHAPTER – VIREQUIREMENTS
The airborne Internet won't be completely wireless. There will be ground-based components to any type of airborne Internet network.
The consumers will have to install an antenna on their home or business in order to receive signals from the network hub overhead.
The networks will also work with established Internet Service Providers (ISPs), who will provide their high-capacity terminals for use by the network.
These ISPs have a fiber point of presence -- their fiber optics is already set up. What the airborne Internet will do is provide an infrastructure that can reach areas that don't have broadband cables and wires.
CHAPTER – VIIIMPLEMENTATION SYSTEMS & APPLICATION
7.1 Three companies are planning to provide Airborne Internet by placing aircrafts in fixed
patterns over hundreds of cities.
7.1.1 Angel Technologies
Angel Technologies Corporation, with headquarters in St. Louis, Mo., is a privately-held
wireless communications company using proprietary High Altitude Long Operation (HALO™)
aircraft to deliver services worldwide. Augmenting terrestrial towers and orbiting satellites,
Angel's HALO aircraft will fly fixed patterns in the stratosphere above major cities to deliver
metropolitan wireless services at lower cost, with increased flexibility and improved quality of
service.
7.1.2 Sky Station International
Sky Station International has pioneered technology that utilizes a solar powered lighter-than-air
platform held geostationary in the stratosphere to provide high capacity wireless
telecommunications services to large metropolitan regions. Worldwide regulatory approval for
the use of stratospheric platforms was granted by the ITU inNovember 1997 and by the U.S.
Federal Communications Commission (FCC) earlier that year.
7.1.3 Aero Vironment With NASA
AeroVironment Inc is a technology company in Monrovia, California, and Simi
Valley, California, that is primarily involved in energy systems, electric vehicle systems, and
unmanned aerial vehicles (UAVs). Paul B. MacCready, Jr., a famous designer of human
powered aircraft, founded the company in 1971. The company is probably most well-known for
developing a series of lightweight human-powered and then solarpowered vehicles.
7.2 Application Airborne Internet (A.I.) is an approach to provide a general purpose, multi-application
data channel to aviation. In doing so, A.I. has the potential to provide significant cost
savings for aircraft operators and the FAA, as it allows the consolidation of many
functions into a common data channel. A primary application for A.I. is to track aircraft
for the air traffic control system. Many other applications can utilize the same A.I. data
channel. The applications available are only limited by the bandwidth available.
A.I. began as a supporting technology for NASA’s Small Aircraft Transportation
System (SATS). But there is no reason that A.I. should be limited to SATS-class
aircraft. All of aviation, and even transportation, has the potential to benefit from A.I.
The principle behind the A.I. is to establish a robust, reliable, and available digital data
channel to aircraft. Establishing the general purpose, multi-application digital data
channel connection to the aircraft is analogous to the connection of a desktop computer
to its local area network, or even the wide area network we call the Internet. But aircraft
are mobile objects. Therefore, mobile routing is required to maintain the data channel
connectivity while the aircraft moves from region to region.
The desktop computer, whether used in the office or the home, runs many different
applications that can all use the same data channel. The applications are designed
around the Internet Protocol (IP) standard to take advantage of the existence of the
network connection to the computer. Airborne Internet is built upon the same model.
A.I. will provide a general purpose, multi-application data channel that numerous
applications can use. By combining application and data functionality over a common
data channel, aviation has the potential to significantly reduce costs for equipage on the
ground and in the aircraft.
CHAPTER – VIIIARCHITECTURE DEVELOPMENT OF AIRBORNE INTERNET
8.1 Architecture defines the structural and collaborative relationships of system components.
Often described using views (e.g., functional, component, implementation, temporal, user), the
architecture provides information to guide system and software developers during initial
development and inevitable system improvement activities. In addition to defining the
functional and physical relationships between system components, an architecture often
provides design guidance in an attempt to achieve other desirable objectives such as efficient
resource utilization, incremental development, verifiability, use of COTS products, ease of
maintenance, and system extensibility.
8.2 Developing a SATS Airborne Internet architecture consists of the following steps:
1) Understand the SATS operational concepts
2) Define system level requirements
3) Investigate and evaluate the external environment
4) Identify trends and issues that must be addressed
5) Apply modern system design techniques, i.e., design patterns to identify key design
elements
6) Document the result and submit for review
8.2.1 Understand the SATS operational concepts – Everyone tends to relate to SATS in a
unique way. It is more a new way of thinking about air transportation than a technical concept
that beckons to be explored. This leads to a variety of definitions of what SATS is – or should
be. To bound the AI architecture problem, we developed a set of system operation
assumptions.
Samplings of these key assumptions are listed below:
Pilot – Until such time as highly automated systems can be fully tested and certified,
SATS aircraft will have at least one qualified, instrument rated pilot on board. Because
of the level of automation on board, the SATS system will enable this pilot to be much
more proficient and able to fly in nearly all weather conditions into a large number of
minimally equipped airports.
Airspace – SATS aircraft will share airspace with non-SATS aircraft. This implies a
minimum level of system compatibility and equipage in both SATS and non-SATS
aircraft. SATS aircraft en route will operate in Class A airspace, SATS aircraft landing
at small/medium sized airports will operate in Class C, D, or E airspace.
Avionics – in addition to the minimum set of avionics required of normal IFR1[2]
aircraft, SATS aircraft will have on board additional avionics equipment to enable the
pilot to operate in near all-weather situations. If SATS is to be prototyped in 2005 and
operational in 2025, this equipment will need to be compatible with systems used by
commercial and general aviation airports to not require expensive new ground support
systems not currently planned by the FAA.
Flight rules – to meet its objectives, SATS aircraft will need to be able to access small
and medium sized airports. These same airports currently support VFR2[3] traffic in
addition to IFR traffic. Flight rules will have to be modified to support a mixture of
IFR, VFR and SATS traffic.
8.2.2 Define system level requirements – Specific, verifiable requirements for a SATS
communications system must be developed. The communications system is unique in that it is
both an end system and an enabling infrastructure. As an end system it must provide pilot-
controller, pilot-pilot, and pilot-flight operations communications. As an enabling
12
infrastructure it must support applications associated with navigation, surveillance, and other
functions.
Requirements need to be developed in the traditional areas of communication, navigation, and
surveillance, including both avionics and ground infrastructure, consistent with the
infrastructure defined in the task below. System level requirements also need to be developed
for onboard flight management and sensor/actuator systems capable of providing the level of
support necessary to achieve the SATS goal of two crew performance with a single crew
member. Other requirements will include support for passenger support systems
8.2.3 Investigate and evaluate the external environment – SATS, although a revolutionary
transportation concept will have to work within the National Airspace System (NAS). This is
true both during SATS prototyping in 2005 and during full-scale development, in 2025. The
NAS itself is evolving necessitating developing an understanding of the capabilities of NAS
over time. This can be very tricky as the NAS is subject to many forces that are political, not
technical, and as such is difficult to predict. For example, there are currently three competing
communication technologies to provide aircraft-aircraft position reporting. Clearly, there is
agreement that position reporting is desirable, but which technological approach will survive is
like trying to choose between VHS and Betamax before the marketplace has spoken.
Identify trends and issues that must be addressed – To be successful, SATS must function
within the context of technology evolution and systems development. We present a summary
of some of the trends and issues in the next section of this paper.
8.2.4 Apply modern system design techniques – SATS presents an ideal opportunity to apply
object-oriented design techniques for the collection, analysis and documentation of system
architecture. Elements of the resulting design include:
Design patterns to identify key components of the design
Layers of abstraction to minimize coupling of user level functionality to implementation
details
Exploitation of natural cohesiveness, common software functional patterns
Communications protocols between major functional objects
8.2.5 Document the result and submit for review – Peer review is a vital step in the
development of an architecture for a system as complex and safety critical as a new aircraft
transportation system.
CHAPTER – IXCONCLUSION
Thus this airborne internet technology has a wide range of utilities in the field of aviation
services like aircraft monitoring and air traffic management, weather information etc., and also
provides an opportunity for the passengers to access the internet at very high altitudes that is, in
the aero-planes and other conventional services.
This new technology, has already begun creating splashes in the industry.
With the advent of Airborne Internet the remote sections of the world may get into main frame
development.
However, the technology still has to undergo testing of potential network performance.
Facility to increase the antennas to control the traffic needs to be provided.
Economic feasibility of the project also needs a review. Thus it is a further new trend in this
mobile world which is establishing the connectivity by building network in the air.
References:
www.airborneinternet.orgwww.airborneinternet.comairborneinternet.pbwiki.comspacecom.grc.nasa.gov/icnsconf/docs/2006/02_Session_A1acb100.tc.faa.gov/Briefings/Sept28,2005Keeganweb.uwaterloo.ca/uwsearch.php?hl=en&lr=&ie=UTF-8&q=related:www.aerosat.comieeexplore.ieee.org/iel5/10432/33126/01559440.pdf?arnumber=15594www.datev.de/dpilexikon/ShowLexikonContent.do?begriff=airborneinternet&typ=buchstabe
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