Wireless personal communications have expanded at an incredible rate over the last 2 decades. The technological advances in hardware and software are truly remarkable. With these technological changes have also come the standardization of these technologies, including: GSM and CDMA for cell phones, Ethernet for wired computer connectivity, USB for wired computer and cell phone connectivity, and IEEE 802.11 Wi-Fi(TM) for wireless high speed data connectivity. With this standardization has come interoperability – the ability to develop products that can be used across multiple platforms, operating systems, and with imagination to grow into unexpected new products and services.

Wi-Fi has become the preferred wireless data communication link for many high speed data applications. Wi-Fi is now used globally in businesses, homes, hotels, coffeehouses, stadiums, and of course airports and airplanes. With smartphones, tablet computers, laptops and even the lowly desktop computer coming equipped with Wi-Fi, it has become the standard for short distance, wireless high speed data communications.

However, data now takes many forms from accounting information to audio and video, from databases to Netflix and Pandora, with Wi-Fi being used to move this “data” wirelessly.

With these opportunities and services on the ground, it’s clear why we expect the same level of connectivity and data communications in the air.

Many of our readers know a small amount about their Wi-Fi wireless access points (A/P) because they all use them – few really know about how they differ from ground units. As a result, IFExpress contacted Robert Guidetti, VP/GM Commercial Division, of VT Miltope for help to better understand the technology driving airborne wireless connectivity.

1. IFExpress: Many readers aren’t familiar with airborne wireless access points.  To begin, could you could give a short summary about the differences your engineers have to consider in designing a wireless access point (A/P) that works on an airplane? Basically, we are asking if there is anything different about an aircraft A/P from one used on the ground.

VT Miltope: Yes, there are a number of differences between airborne and ground-based wireless access points (A/Ps).

• Safety comes first. First, there are the usual airworthiness certifications typical for flight safety; these deal with both environmental as well as electrical. In addition, 802.11 wireless access points include transmitting radios, which must be rigorously proven to be safe on airplanes. Therefore, multiple industry specifications have been developed to guide the design, testing and installation of these devices on airplanes. Those specifications include, but are not limited to:

• Working with congestion. As we all know so well, the cabin is a congested environment with many people in a small space. This leads to a very high density Wi-Fi environment. There are few ground-based applications as densely populated with Wi-Fi A/Ps and client devices as an airplane. This is an increasing challenge as more passengers bring multiple Wi-Fi devices on board; progressively more passengers are connecting multiple Wi-Fi devices to the airplane network.

We need to keep in mind: The aircraft cabin dimensions stay roughly the same over decades, but the demand for bandwidth grows exponentially each year driven by:

a) Continuous increase in numbers of passenger devices
b) Higher quality of service expectations by passengers
c) Continuous increase in the kind of services in the cabin that use Wi-Fi network.

The on-board A/P network must not just survive the congested wireless environment; it must manage and optimize the data throughput, while embracing the plethora of different client devices, and the different needs of streaming video, e-mail, games, etc. VT Miltope’s solution to these networking challenges is Cognitive Hotspot(TM) Technology (CHT) – an advanced embedded software solution specifically developed to optimize wireless network performance. With CHT, nMAP2 units share information such as the number of associated clients, the QoS of those clients, data rate throughput, RF noise and interference, etc.  With this information, the nMAP2 network performs load balancing, band selection (2.4 or 5 GHz), channel selection, RF power management, etc.  Thus, CHT reduces interference and congestion, while significantly improving data throughput and network capacity.

• Beyond the safety and congestion aspects, hardware designs are tailored for airborne applications. For example, multiple A/Ps are often used on airplanes to provide full coverage across the entire cabin. To help reduce weight, Ethernet and power cables are “daisy-chained” from A/P to A/P. Designing for daisy-chaining is just one of several hardware design differences between airborne and ground-based systems. Other hardware differences also include:

o Unique power supplies
o Aviation grade connectors
o Designing for damp environments
o Designing for shock and vibration

• Adding more A/Ps may reduce network performance. I mentioned multiple A/Ps, but in the confined tube of the cabin, the interferences between A/Ps will grow when the number of A/Ps gets too high. Again, it is therefore important to not just add A/Ps but rather aim to have as few as possible, but to manage the available capacity more effectively.

• Installation longevity: Aircraft cabins and IFE systems are being installed to last for several years, or decades. Yet much of the IFEC world for the airline passenger is driven more and more by short life-cycle consumer devices, with aircraft life-cycles being much longer. It is therefore paramount that the cabin Wi-Fi network has the inbuilt adaptability to support the rapidly evolving passenger device and content landscape.

2. IFExpress: Given the various standards (802.11a, b, g, n & ac) can you tell our readers what is the standard used most often today and please give us a bit of information about the number of available channels and the bandwidth available for each?

VT Miltope: IEEE 802.11 is just over 20 years old, with more than 50 revisions issued. 802.11 specifies everything from RF power to RF frequencies to modulation characteristics to security aspects. Although each new revision normally includes specifications from prior revisions, the popular approach is to discuss 802.11a, b, g, n & ac as separate characteristics.

Rapidly becoming the most popular implementation over the last two years is 802.11ac, operating in the 5 GHz band, with theoretical data rates exceeding 8 Gbps. Two RF bands are used for normal Wi-Fi connectivity, 2.4 GHz and 5 GHz. By far, the 5 GHz band provides the greatest bandwidth and the greatest opportunity for expanding data throughput. The latest 802.11ac only uses the 5 GHz band, with 802.11n supporting both 2.4 GHz and 5 GHz bands. Although actual data rates vary widely on the ground and on airplanes, the following table shows the theoretical maximum data rates for 802.11g, n and ac.

Both the 2.4 GHz and 5 GHz bands are divided into channels. The channels are of fixed bandwidth of 22 MHz in the 2.4 GHz band, but have bandwidths of 10 MHz, 20 MHz, 40 MHz, 80 MHz or 160 MHz (depending upon the channel) in the 5 GHz band.

Actual throughput varies by the amount of congestion, RF power level, number of spatial streams (antennas), number of channels used together (bonded), RF bandwidth, distance, RF noise, and many other factors.

In addition, country regulations vary widely regarding regulatory and legal requirements affecting the use of these RF bands. All countries restrict the use of at least some of the internationally allocated spectrum, and these restrictions tend to vary by country or region. To help with these differences in regulatory aspects, industry organizations including APEX, ARINC and RTCA are discussing how to harmonize the use of these bands for airborne applications. Although it will likely be several years before harmonization is realized, once completed, certification on airplanes will become easier and Wi-Fi performance can be further enhanced.”

3. IFExpress: Please tell our readers about the challenges of streaming video on inflight A/Ps.

VT Miltope: Streaming video is a challenge due to the relatively high bandwidth requirement, combined with a need for a very low error rate. Some data (such as e-mail) can be delayed without harm, and/or retransmitted if there are errors. However, video cannot be delayed without losing fidelity, and retransmission to correct errors uses a lot of bandwidth and delays the video stream.

One of the most severe wireless system tests is running continuous streaming video to every seat on an airplane. As you might imagine, this uses a lot of RF bandwidth, while creating interference and congestion across the cabin. Part of the A/P design challenge is to accommodate the large number of client devices within the airplane cabin. VT Miltope performs these tests as a routine part of our software verification and validation in the lab, and on airplanes in conjunction with our customers. Our customers what to know that the passenger and crew Wi-Fi performance meets and exceeds required benchmarks and expectations.

4. IFExpress: In today’s aircraft, how many A/Ps are typically used?

VT Miltope: This is a common question and the short answer is: it depends. It depends upon several parameters, including: the type of service required (e-mail, video, games, data loading, etc.), the number of passengers, how many passengers are expected to use which services, the data throughput requirements (speed and amount), the aircraft configuration, etc.

Fairly typical for a narrowbody airplane with 140 seats such as an A320 or B737 are 2 to 3 A/Ps distributed throughout the cabin, depending upon required services. Typical for a widebody airplane with 320 passengers such as an A350 or B787 are 5 to 7 A/Ps, again depending upon required services.”

5. IFExpress: Is there a difference in streaming from a server vs downloaded satcom streaming… we assume bandwidth is the issue?

VT Miltope: “In general, airborne servers are able to provide significantly higher network data rates than satcom links; although Ka band satellites are starting to change the dynamics due to the potentially higher data rates supported by Ka satcom. So for satcom connectivity, wireless A/Ps typically have greater bandwidth capabilities than the satcom link, therefore, the A/Ps are not the bottleneck. But for video on demand servers, A/Ps can become the bottleneck to these high bandwidth requirements. Beyond the data rate differences, the 802.11 A/Ps are simply a lower cost connection from an airborne server or satcom modem to the passengers’ client device than a wired solution.”

6. IFExpress: Do you have any idea about what percentage of passengers use your devices on any one flight?

VT Miltope: “Industry reports indicate an average take-up rate of 5 to 10 percent. This tends to vary by type of flight (domestic, international, business commuter, etc.), country and region, services available, and other factors. However, VT Miltope designs its A/P to support all passengers at an optimum data rate.”

7. IFExpress: Does the airplane internal structure effect the placement/number of wireless A/Ps – things like class of service dividers, for example?

VT Miltope: “Yes, at the Wi-Fi frequencies of 2.4 GHz and 5 GHz, aluminum and composite fiber are good reflectors of these RF signals. This leads to class dividers, monuments, lavatories, purser stations, bag bins, and other items needing to be considered when determining the best aircraft installation locations for A/Ps. A/Ps are normally located in the cabin overhead above the aisle(s), but can be located in bag bins, side panels, purser stations, or other imaginative locations.”

8. IFExpress: Can you tell our readers about any new technology or products coming along?

VT Miltope: “The greatest recent impact has been the increasing use of 802.11ac in mobile devices. Since 802.11ac uses the less congested 5 GHz band, and provides higher data rates, this provides significant opportunity to improve data throughput and overall wireless network performance.

VT Miltope’s approach has been to develop an A/P computing platform with high end performance, while developing a dynamic and flexible software solution providing real-time network connectivity optimization. We call this smart software solution Cognitive Hotspot(TM) Technology (CHT). Our nMAP2 combines the technology strides of 802.11ac performance with CHT to optimally manage today’s and tomorrow’s high density airborne connectivity requirements.”

9. IFExpress: What are the installation and certification aspects related to airborne wireless access points?

VT Miltope: “As mentioned above, the selection of A/P installation locations in the cabin needs to consider the RF characteristics of 802.11 radios and proximity to passengers’ Wi-Fi client devices. Certification aspects require testing of the A/P devices as components, and in addition there must be testing and certification of the aircraft for the safe use of Wi-Fi devices in flight. Testing at the component level shows compliance with RTCA DO-160, with aircraft certification including testing and evaluation to RTCA DO-294 or DO-307, or both.”

10. IFExpress: Does VT Miltope have any additional information you want to provide to our readers?

VT Miltope: “Yes, about Wi-Fi System performance measurement: We all know about the IFE system availability formulae of the past consisting of complex system diagnostic and reporting applications that give airlines the perception of control over more complex IFEC systems. CHT, our connectivity improvement technology, enables transparency to the system integrator and the airline with its unique CHT Manager application. Continuously measuring and recording key system availability parameters, the CHT Manager offers comprehensive system control and performance insight.”

VT Miltope will be at Aircraft Interiors booth 3B10 in the IFEC Zone

Featured Products:
• nMAP2 with CHT
• cTWLU with 4G LTE, 3G Cellular and 802.11a/g/n & ac

Notes:
Wi-Fi(TM) is a trademark of Wi-Fi Alliance
Cognitive Hotspot(TM) Technologies is a trademark of AOIFES Solutions

Contact:
Jeff Drader
Director, Business Development
VT Miltope
2082 Michelson Drive, Suite 100
Irvine, CA 92612

Jeff.Drader@Miltope.com
+1 (949) 752-8191

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Breaking News From Rockwell Collins:

The industry-leading Airshow® now works on web browsers

• By utilizing the HTML5 platform, Airshow Mobile for browsers is not tied to a specific operating system.
• One solution supports HTML5 browsers on smartphones, tablets and laptop computers.
• All major operating systems with compliant HTML5 browsers will run the map.
• Since this mobile solution runs in a browser there is no app for passengers to download prior to boarding a flight.
  Available first in the Rockwell Collins Paves Wireless and coming to other platforms soon.

Airshow Mobile for browsers delivers real-time flight data from take-off to landing, with an interactive 2D environment, keeping passengers informed and entertained.

Editor’s Note: A recent VT Miltope news release caught our eye and we wanted to set up this story for our readers with a bit of Cognitive Hot Spot background information, but then we saw this Innovation announcement in an Inflight’s e-message: “Inflight is pleased to award VT Miltope as the winner of the ‘Innovation in commercial airline cabins’ category,” said Mark Howells. “The company is a worthy winner with the development of its Cognitive Hotspot Technology which aims to provide airlines with a solution in facing the challenges of seamless connectivity in-flight.” It sort of says it all from a bottom line perspective!

However, to get a better idea of the company’s technology and its benefits, let’s start with their latest nMAP2 announcement. “VT Miltope has started delivering an IEEE 802.11ac Multifunction Access Point (nMAP2) as its latest wireless product. Building upon the success of VT Miltope’s wireless access point products, nMAP2 features Cognitive Hotspot Technology (CHT), an integrated MIMO antenna assembly and a second radio to support legacy 802.11n client devices.”

Because of the advances that nMAP2 with CHT offers over other wireless access points (AP), we wanted to point out it in this pre-AIX issue so our readers check it out at the EXPO. Further, we wanted to relate what it is and what it does, as well as, how airlines and airline passengers will benefit from CHT. VT Miltope has the only wireless access point with this feature and, according to Mr. Guidetti, “We are very proud of our accomplishment and what it will do for cabin connectivity performance – it’s the latest advancement in wireless!”

There is a lot more in the above sentences than meets the eye… let’s look at a couple the concepts, one at a time:

nMAP2

VT Miltope’s newest Aircraft Wireless Router with CHT built-in.

802.11n

VT Miltope expects passengers to be bringing legacy 802.11g & n passenger devices onto airplanes for many years.  This will be similar to today, with passengers bringing 802.11g devices even though 802.11n has been available for 5+ years.  Given the added complexity and higher power requirements of 802.11ac, it may be that some passenger devices never migrate to 802.11ac. That’s why they have a second radio to support 802.11a/g/n.

802.11ac

The other radio in the access point operates in the 5 GHz band and will deliver data rates in the gigabit range. The good news about that is that there’s far more room in that frequency spread than there is in the over-used 2.4 GHz.

Benefits: The most significant improvements are more data spatial streams, 80MHz channel width operation, and data aggregation scheme that should increase data efficiency.

At the raw bit level, 802.11ac will support data rates of at least 1 Gbps on three streams using a combination of wider bandwidth channels and high-density modulation. Where 802.11n could run on 20 MHz or 40 MHz channels, 802.11ac can be deployed on 20-, 40-, and 80-MHz channels. Bigger channels translate into more potential bits per second. To pack more bits into the available radio spectrum, 802.11ac also uses a coding system that delivers up to 33% more efficiency.

Benefits: It is here today; faster, more efficient data, and more channels will also benefit the users. This means a network can support simultaneously streaming multiple HD-quality videos to multiple devices. And, we understand, VT Miltope has begun delivering this new product.

GigaBit Ethernet

nMAP2 has a built in Ethernet switch providing multiple Gigabit Ethernet ports to connect to the IFEC network server and for daisy chaining other nMAP2s to minimize cable installation to reduce weight and costs. VT Miltope completed nMAP2 qualification testing with all three Ethernet ports running during qualification testing.

Benefits: The improved 802.11ac data rates necessitate faster Ethernet capabilities with the wireless access point otherwise the wired interface becomes the bottleneck. nMAP2 has three Gigabit Ethernet ports, one for connecting to the IFEC network server, one to daisy chain to another nMAP2, and a third for connecting other IFEC systems or equipment such as Satcom. nMAP2’s preserve the Ethernet connection to the network and other nMAP2’s in the event there is a daisy chained nMAP2 failure because the Ethernet switch remains operational. Furthermore, to add redundancy the last nMAP2 may be looped back into the network so the last nMAP2 in the chain remains connected to the network even if an nMAP2 in the middle of the daisy chain fails. In the unlikely event that an nMAP2 wireless connection is interrupted; CHT senses the wireless interruption and reconnects those clients to the other operational nMAP2 or from a non-operational nMAP2 radio to the second radio. This improves the overall availability of the wireless network on the aircraft to meet the performance expectations of the passengers and crew. This is a reliability game-changer.

MIMO

Multiple-Input and Multiple-Output, or MIMO is the use of multiple antennas on both the transmitter and receiver to improve connectivity performance. Multiple antennas are used to perform smart antenna functions such as distributing the total transmit power over the antennas to achieve an array gain that improves the spectral efficiency (more bits per second per hertz of bandwidth), beam directivity and/or achieving a diverse gain that reduces fading and improves link reliability.

Benefits: Basically this is an antenna designed for aircraft cabin environments to improve connectivity performance at each seat with more seats served resulting in more happy users onboard!

Now, back to the news release:

“Cognitive Hotspot Technology (CHT), available exclusively with nMAP2, is state-of-the-art wireless management technology tailored specifically to improve wireless performance in congested aircraft cabins… With CHT, nMAP2’s provide proactive cabin network management to optimize the total network capacity, thus supporting a substantially better passenger experience. CHT features various dynamically and automatically adapting modules such as intelligent roaming, wireless power control, channel assignment, load balancing, and interference minimization. These modules are customized according to each airline’s service and content delivery requirements and priorities.”

Cognitive Hotspot Technology

CHT is software embedded on VT Miltope Wireless Access Point that converts them into Smart Access Points. Smart APs are collaborative. They talk to one another and act together as a team to optimize the network capacity. Smart APs take their environment into account, continuously sensing it to adapt in real-time and deliver the best signal for each receiver (PED). Information is shared among the Smart APs to create aircraft network awareness and manage the available resources jointly. CHT helps to prevent interferences and network congestion, sets measures to guarantee network-wide Quality of Signal (QoS), enables seamless roaming and balanced networks, and improves overall network capacity. In other words, CHT delivers the best signal to each user, in each seat.

Benefit: The benefit is to your passengers. The Wi-Fi signal they receive on their personal electronic devices is higher in signal strength and faster in data rate. This means a more consistent wireless signal for better audio, better video, and a much better user experience.

Access Controller

Access Controller mode adds DHCP server capabilities with routing, traffic control, and prioritization for different user VLANS or traffic to nMAP2 operation.

Benefit: Basically, access controller is a mode of operation that allows for the creation of a wireless local area network on the aircraft. An nMAP2 operating as an access controller in conjunction with other nMAP2s operating as access points establish the wireless local network and provides intelligent data forwarding to maintain the security of the network. Access controller can take advantage of an external RADIUS server to store user accounts that can be locally defined. The access controller establishes links with the access points wirelessly.

And finally here is the ‘plane’ benefit to your airline and your passengers, also from the news release:

“Pioneering the introduction of wireless access point technology to aircraft cabins since 2001, VT Miltope has a proven history for delivering highly reliable wireless products. Improving on our current nMAP, nMAP2 incorporates the latest in wireless security, is more compact, weighs less further enhances reliability, and reduces overall ship set costs.”

The company continues to bring about innovation in their product line… that is what this business is all about. For example, the nMAP2 weighs less, is more compact, and improves reliability more than earlier products. Up to 64 VLANs (IEEE 802.1q) are available to support separate user networks.  Customized network and user group profiles are possible using 16 concurrent VSC (Virtual Service Community), each having configurable SSIDs, QoS, security, and filtering.”

In closing, we want to let you know that there will be more VT Miltope news coming during and after AIX, Mr. Guidetti told IFExpress, and the best advice we have for our readers is to Stay Tuned!

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Astronics AES, known for bringing power to passengers and airline personnel,  announced its agreement with SmartTray International, LLC.  Astronics AES will exclusively market, sell and manufacture SmartTray’s new passenger device-friendly aircraft tray table solutions that facilitate hands-free use of portable electronic devices (PEDs) and smartphones for an improved passenger experience. This is a brilliant product diversification. Stay Tuned for what’s next! (Editor’s Note: Check out their website here TheSmartTray.com  for an idea of how this simple and useful product works!)

Boulder, CO | February 25, 2015– VT Miltope has started delivering an IEEE 802.11ac Multifunction Access Point (nMAP2) as its latest wireless product. nMAP2 builds upon the success of VT Miltope’s wireless access point products. nMAP2 features Cognitive Hotspot Technology (CHT), an integrated MIMO antenna assembly and has a second radio to support legacy 802.11n client devices. Cognitive Hotspot Technology, exclusive to the nMAP2, is a state-of-the-art wireless network management solution, developed specifically to improve the performance of wireless systems in aircraft cabins. Aircraft cabins are becoming congested through increasing numbers of passengers, passenger devices and types of services available to enable passengers and crews.

With CHT, nMAP2’s provide proactive cabin network management to optimize the total network capacity, thus supporting a substantially better passenger experience. CHT features various dynamically and automatically adapting modules such as intelligent roaming, wireless power control, channel assignment, load balancing, and interference minimization. These modules are customized according to each airline’s service and content delivery requirements and priorities.

nMAP2 with CHT constitutes a paradigm shift in wireless cabin networks. Adding more access points, the option of the past, in a confined aircraft cabin only leads to more interference. CHT manages the entire cabin wireless traffic and its delivery points more effectively, thus increasing total capacity and optimizing your passenger experience.

Pioneering the introduction of wireless access point technology to aircraft cabins since 2001, VT Miltope has a proven history for delivering highly reliable wireless products. Improving on our current nMAP, nMAP2 incorporates the latest in wireless security, is more compact, weighs less further enhances reliability, and reduces overall ship set costs.

We are delighted to announce that our efforts to improve the passenger experience has also afforded us an award for “Innovations in commercial airline cabins” as part of the Inflight Magazine Awards, publicized during the recent Aircraft Interiors Middle East in Dubai.

One of the new products you will see at APEX is a new, seat integrated solution from Lufthansa Systems. So we contacted LHS in order to provide our readers with a glimpse of it prior to APEX and we asked them the following series of questions:

Q: Firstly, what is it called?
LHS: It’s called the “Seat Integrated Tablet Solution”. It’s another feature for its integrated wireless BoardConnect platform.
Q: Are we correct in understanding that the system described in the release will be basically a wireless IFE solution with a tablet replacing the existing IFE seatback unit?
LHS: Yes, high-resolution audio and video content can now be streamed over WiFi not only to passenger devices but also to tablets integrated in the seat. The in-seat tablet solution integrates commercial of the shelf (COTS) hardware into the seat. Therefore, a seat needs to be modified to accommodate a common tablet.  A seat structure is added to firmly mount the tablet onto the seat frame. In addition a tablet frame/case surrounding the tablet itself holds it in place. The tablet frame adapts to the dimension of the tablets which will be adjusted in case of replacement. This “adaptive frame” is mounted to the seat structure and can easily snapped in or off.
Q: What about head-strike and about certifying the tablet to DO-160?
LHS: It is mandatory for every seat to pass HIC. The same requirement applicable to legacy in-seat IFE systems applies to a seat integrated tablet solution too. To avoid additional HIC tests when updating to the next tablet generation we add a transparent polycarbonate cover (or similar materials) that need to be closed for the critical flight phases Taxi, Take-off and Landing (TTL.) The cover closes like a shade that is pulled up by the passenger. An appropriate announcement could be made as part of the cabin ready check (seat in an upright position and stow the tray table.)
Q: We assume a personal tablet works with the system? Android, iOS Windows… is there an app in use here… what OS?
LHS: Yes and no, personal tablets can be used, just like in any other BoardConnect installation, however they are not to be mounted into the seat integrated tablet frame.
The tablets inside the frame are airline supplied devices, enabling the airline to feature safety videos as well as early window content. The key differentiator to classical in-seat screens is the possibility of a cost efficient technology refresh in case newer tablets become available.
Q: We hear that you folks are working with an Airframmer and possibly a seat manufacturer for the product — any truth to that?
LHS: The prototype on display in Anaheim was developed with partners, however at current we are not in a position to reveal their names.
Q: Are you working with a connectivity service provider who will deliver the speedy Internet?
LHS: BoardConnect was and remains to be as a very capable and robust, wireless on-board platform coming along with a cutting edge wireless IFE offering. In respect to connectivity BoardConnect remains provider agnostic. We can attach both satellite and Air-to-Ground solution to our platform.
Q: Could your “new” system be considered an embedded wireless IFE solution?
LHS: In fact it is a more than this since it allows any form of hybrid solutions containing Personal Electronics Devices (PEDs), Airline Owned Devices (AODs) and Seat Integrate Tablets (SIT) all served by a single server and a high performance wireless network.
Q: If what we think is true, LHS has a real technical achievement, especially with using only wireless to each seat as there are many roadblocks like interference to keep the system from working, would anyone from LHS wish to comment?
LHS: Norbert Müller, Senior Vice President BoardConnect at Lufthansa Systems:
“Nowadays, it becomes more and more apparent that legacy IFE systems can’t keep up to speed with the developments in the consumer electronics sphere. To overcome this gap between customer expectations driven by consumer electronics and the current reality within an aircraft cabin we specifically designed the seat integrated tablet solution. This will allow our customers to integrate state of the art, affordable, commercial off the shelf devices into the seatback leading to an improved customer experience.”

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Next, IFExpress got a sneak peek the the latest technology from VT Miltope, (via their new nMAP2 technology) and when you visit their booth at APEX, write this down – APEX Booth 1641 – you will be amazed! Why? Because for almost 6 months now, we have been told we can’t report on “Cognitive HotSpot Technology” but Stay Tuned. Take our word for it, this is a first in smart aircraft routers considering today’s access points can use only approximately 10% of their network capacity because of antenna technology, internal software analysis capability, and aircraft physical configuration … you will be amazed because now, routers from VT Miltope can collaborate!

Late Breaking Inside Info: Here is what we do know about nMAP2 – VT Miltope has added an IEEE 802.11ac Multifunction Access Point (nMAP2) as its latest wireless product. nMAP2 builds upon the success of VT Miltope’s wireless access point products and nMAP2 features Cognitive Hotspot Technology, an integrated MIMO antenna assembly and has a second radio to support legacy 802.11n client devices. Cognitive Hotspot Technology (CHT), available exclusively with nMAP2, is state-of-the-art wireless control technology tailored specifically to improve wireless performance in congested aircraft cabins. With CHT, nMAP2’s provide intelligent roaming, auto wireless power control, auto channel assignment, load balancing, interference mitigation, and failure recovery.

You probably know that as s a pioneer in introducing wireless access point technology to the aviation industry and VT Miltope has a proven history of delivering highly reliable access point products. Importantly, nMAP2 weighs less, is more compact, and improves reliability as far as we can tell. We do know that it is standards compliant, designed to ARINC 628a Part 1 and ARINC 836. Up to 64 VLANs (IEEE 802.1q) are available to support separate user networks.  Customized network and user group profiles are possible using 16 concurrent VSC’s (Virtual Service Community), each having configurable SSIDs, QoS, security, and filtering.

As an access point, clients connect to aircraft LAN via intelligent bridging that restricts client traffic to only flow to-and-from the access controller. In the absence of a router, nMAP2, we understand may also be configured as an access controller to provide router functionality with robust firewall. Incredible stuff, don’t miss it!

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IFExpress got a call from a company seeking to acquire or invest in companies serving the inflight entertainment industry and rather than spin their message, here it is, and please contact them directly if you are interested. “Our Company is developing a unique IFE system offering including; passenger entertainment, e-commerce and other unique passenger and airline benefits. Additionally, the Company has very significant backing that will allow for the “roll up” acquisition(s) and/or investment(s) in related companies offering synergies within the IFE industry. These synergies might include; existing airline distribution, existing airline accounts, existing or near term revenues and profits, unique software and/or hardware technology, unique passenger or airline services, and services that can generate passenger and airline revenues either in flight or on the ground. All inquiries will be responded to and should contain a brief description of the opportunity, which can be followed up with a Non Disclosure Agreement where necessary. Please address all inquiries to MJEL@mjel.com.”

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And lastly, do you want a great info-graphic on passenger Wi-Fi demand?