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installation of the new channel units in the Aussaguel and Perth GESs.
The channel unit upgrade is necessary for the following reasons:
Ground station equipment supplier Nera can no longer manufacture the legacy channel units
due to component obsolescence meaning that GES capacity cannot be increased causing
service performance to degrade as traffic increases.
Inmarsat also needed the stations to have new units to make effective use of the new 4th
generation satellites (I4’s) and capitalizes on the global beam frequency spectrum
Inmarsat is requiring all ground stations to comply with the relevant GES change notice standard
by March 31, 2007
A.1.2 ARINC
2006 September Telenor contracts with Nera SatCom to upgrade the Eik and Santa Paula GESs to address
parts obsolescence, increase capacity, and comply with the relevant Inmarsat change notice.
2007 February Contract with Telenor Satellite Services for the upgrade of Telenor’s aeronautical
satellite Ground Earth Stations at Eik, Norway and Santa Paula, California in the United States.
The contract is worth approximately $6.5 million USD. Implement an upgrade to ACARS network to
accommodate the additional capacity afforded by the GES upgrades.
2007 November Complete Eik and Santa Paula GES upgrade for both voice and data
A.2 Satellite Upgrades
A.2.1 INMARSAT
By mid 2008 GES closures will have significantly reduced the redundancy available to the classic AERO
service. By mid 2008 SITA and ARINC will be operating through only 4 GES in total.
The existing I3 generation satellites have a service life expected through 2016-2019 and INMARSAT have
advised the industry that they will be providing Classic AERO service on the new I4 generation of satellites
which have a service life through 2023. INMARSAT will be moving the I4 satellites to provide classic AERO
backup to the I3 satellites. This service is expected to be available in mid-2009 and the I4 satellites will
communicate through INMARSAT owned Satellite Access Stations (SAS) which are in addition to the existing
I3 GES. INMARSAT have advise that they will be providing Classic AERO service using Aero H/H+ and are
investigating the demand for the Aero I service.
Figure 10 illustrates the coverage with the I4 satellites illustrated in their new positions. Only the existing
SITA and ARINC GES which are used for the I3 satellites are illustrated.
Additional upgrades to the service as recommended by the FANS SATCOM improvement team will also be
implemented. These include:
• Improved monitoring at system level
• Improved data gathering
• Ability to handover spectrum between GES (partial)
2
FANS-1/A Datalink Communications Environment
• Other improvements to AES and GES scheduled by November 2009 which include:
o Changes to the log on process to enable faster recovery after a GES failure.
o Explicit marking of the T-Ch superframe.
o Provision of terminal manufacturer and software load in log on signal unit.
o Increase loss of P channel timer to reduce relog on by AES
Figure 10: Classic AERO service mid 2009 with I4 and I3
3
FANS-1/A Datalink Communications Environment
A.3 Aircraft Upgrades
Nil
4
FANS-1/A Datalink Communications Environment
Appendix B – Interoperability differences not contained in DO-258A/ED-100A
FANS-1/A Interoperability Standard
To Be Developed
5
FANS-1/A Datalink Communications Environment
Appendix C - FANS-1/A-ATN Convergence Background and Status
To Be Developed
6
- 1 -
François Besnier - 13280 N. 82nd Drive, Peoria, AZ 85381 – francois@besnier.net – (602) 318-7254
EXPERIENCE
PARKER CSD, Irvine, CA, USA October 2008 – present
System Safety Engineer in Flight Controls – Consultant (telework)
Produced the System Safety Analysis (SSA) documentation for the primary flight controls of the
Bombardier CSeries (BD500) Fly-By-Wire system.
Represented Parker Safety to Bombardier at various system design reviews.
Produced the System Safety Analysis (SSA) documentation for the primary flight controls of the
Embraer Legacy 450/500 (EMB550) Fly-By-Wire system.
Both BD500 and EMB550 Fault Tree Analyses (FTA) were performed using CAFTA, represent
about 150 fault trees with more than 3,000 unique basic events / gates, about 5,000 pages of fault
trees (when each fault tree is printed individually).
Wrote hundreds of system safety requirements for all the components of the FBW system.
Coordinate safety activities with the FBW component suppliers:
Flight Control Computer (FCC): Rockwell-Collins for BD500 and BAE Systems for EMB550
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