Welcome to the Steering Group for a Next Generation Satellite System NGSS

1
Welcome to the Steering Group for a Next
Generation Satellite System(NGSS)
Eurocontrol, Brussels 20 May 2003
2
Reminder of why are we here ?

• Communication systems operating outside the VHF
  band will be required to meet the predicted
  future communications demand
• Eurocontrol and other organisations believe that
  satellite communication systems have potential to
  support aeronautical safety communication
• You are a representative group of stakeholders
  with an interest in satellite communication and
  its potential
• You have agreed to provide feedback and guidance
  to Eurocontrol to help guide this activity

3
Item 2 - Acceptance of the Agenda
4
Objectives

• Two major objectives of this meeting are
• Achievement of a shared view of the mission
  expected from such as system (agenda item Recall
  of the Operational Requirements)
• Identification of what needs to be clarified and
  undertaken as next steps - draw an action plan
  (agenda item Discussion of future activities)
• We have left time for discussion for your
  feedback and contributions

5
Agenda Overview

• Welcome and Introduction
• Acceptance of the agenda
• Overview of the satellite communications
  activities since the 1st meeting
• Recall of the Operational Requirements
• Roadmap for development
• Discussion of future activities
• Any Other Business
• Actions
• Date of future meetings

6
Item 3 - Overview of Satellite Communication
Activities since the first meeting
7
Why satellite systems ?

• Primary driver in Europe is communication
  spectrum
• Need to find solutions that operate outside the
  VHF band
• The problem is here already but is predicted to
  become critical around 2012-2015
• satellite communications systems offer the
  capability to complement terrestrial systems
• Satellite systems are available or being
  developed
• review the potential of these systems
• contribute to definition of the requirements of
  evolving systems

8
Initial Technical Specification

• Initial technical specification of a potential
  new system - NexSAT - developed drawing on -
• early ESA MSBN work
• SDLS demonstrator new ideas
• First draft sent to Steering Group members just
  before Christmas - thanks for comments
• Final document input to ICAO AMCP/8
• Thales Aviation UK study proved there were no
  show stoppers with some basic concepts

9
Initial Technical Specification

• The document contains a combination of technical
  standards, guidance material and circular
  material.
• Some of the sections are very similar to those in
  the existing AMSS SARPS because NexSAT supports
  the same services
• packet data
• voice
• Although there is a considerable amount of
  information in the document it is still open for
  discussion and refinement

10
Avionic considerations

• A key to the use of a new system is the impact on
  aircraft
• largest investment therefore minimise unit cost
• problems of retrofit
• achievable technical performance versus size and
  cost
• Study undertaken by a leading satellite avionic
  manufacturer to review and comment on assumptions
  
• Thales Avionics study (WP2) looked at trade-off
  in power, costs, antenna gain, and other
  implementation issues

11
Thales Avionics presentation
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Outcome of ICAO AMCP/8

• Initial Technical Specification presented at
  AMCP/8
• Panel was supportive of re-opening NGSS
  activities to review ALL potential systems
• dormant work item re-opened
• Work will be undertaken in a renamed panel
• Aeronautical Communications Panel (ACP)
• combined ATNP and AMCP

13
ICAO ACP

• Work will be progressed in 2 Working Groups
• Working Group M
• splitting existing AMSS SARPs into generic core
  SARPs for ALL ICAO defined satellite systems
• producing a Technical Manual for the existing
  AMSS
• Working Group C
• will review candidate NGSSs
• start to develop Technical Manuals for those
  promising systems
• work needs to be supported by States, industry,
  etc
• Reports will be given to ACP/1 (2-3 years time)
  on viability of NGSSs and recommendation on
  continued work (or not)

14
ESA activity

• Based on confirmation that NGSS is active again
  in ICAO ESA launched continuation work on SDLS
• Work is focussed on refined investigations on key
  technical aspects
• Work is being undertaken by a Consortium led by
  Alcatel Space
• To complement this work a video is being produced
  on opportunities of NGSS in collaboration with
  Eurocontrol

15
ESA Activities presentation

• Claude Loisy and Alcatel Space

16
Other satellite communication activities

• FAA looking at future options for more demanding
  applications in oceanic airspace
• Boeing ATM
• contract with FAA to look at possible uses of
  satcom
• British National Space Centre (BNSC) study
  undertaken by a Helios-led consortium

17
FAA activities
18
Boeing ATM presentation
19
BNSC study

• Paul Ravenhill
• Helios Technology

20
Conclusions

• There is a lot of activity underway on satellite
  communications
• work restarted in ICAO
• work underway in the Europe, Japan, US and other
  places
• Different technical options for the communication
  system
• some available now - some not designed for safety
  communications
• other long-term solutions being designed for
  safety communications

21
Item 4 - Recall of Operational Requirements
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High level global requirements

• What are the basic requirements for a system
  operating worldwide -
• Defined in ICAO standards and Technical Manual
• Supports Safety and Regularity of flight
  communications only i.e. AMS(R) S
• Operates in L-band and uses it efficiently
  (bits/Hz)
• Supports voice and data simultaneously
• Interface to the ATN
• Offers global coverage and regional coverage
• Operation of the system is transparent to the end
  users

23
Mission of the system for Europe (1/2)

• Offers communication service in controlled
  airspace
• Initially in upper airspace only core and
  non-core area
• Later in all controlled airspace for data but not
  TMA or airports for voice
• Interface to ATN and IP networks
• Interface to ATS voice network and to PSTN for
  AOC
• ATS Voice
• broadcast to all or group of aircraft ?

24
Mission of the system for Europe (2/2)

• Availability figures compatible with Macondo
• Multi-user service availability 0.993
• Meets Peak Instantaneous Aircraft Count (PIAC)
  expected in ECAC around 2015 i.e. around 2000 in
  upper airspace - 4700 in all ECAC
• Provides party-line voice service to offer
  seamless transition between VHF and satellite
  areas
• No requirements for a high rate position
  reporting
• Aircraft to aircraft communications are not
  supported

25
European Implementation assumptions (1/2)

• Start with existing global infrastructure
• Able to add European regional beam(s) as required
• AES costs minimised to around typical VHF radio
  values
• GA not generally expected to be equipped unless
  in controlled airspace
• Certification of avionics to Level C
• No specific security provisions in the subnetwork
• Possibility to use of small Ku band GESs at a
  number of locations in Europe

26
European Implementation assumptions (2/2)

• Satellite and GES diversity where possible to
  achieve very high reliability and availability
  (designed in system but implemented as required)
• Subnetwork specific protocol for short data
  messages

27
STNA - Mission Requirements

• Luc Deneufchâtel

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Some Technical Assumptions

• Use of CDMA
• Low rate vocoders (4.8 or 2.4Kbps)
• Throughput requirements compatible with
  Eurocontrol MACONDO study for ATM applications
• AOC throughput requirements for data link
  applications are as described in ICAO AMCP
  working paper

29
ATS QoS requirements

• Most demanding data requirements from Macondo
  study
• Aggregated throughput requirements around 1200
  bps per aircraft excluding ADS-B

30
ATS Voice

• Extract from MACONDO study

31
AOC Applications

• Voice
• assumed to be continued to be required although
  expected to decline - requirements are considered
  as non-demanding
• Data Link
• Used extensively today
• Use will grow over time
• Requirements are difficult to determine
• Information presented at AMCP
• Aggregated throughput requirements for current
  and future applications - 52bps en-route (22 bps
  at the gate)

32
AOC data link applications

• Future Applications
• Real Time Maintenance Information
• Graphical Weather Information
• Online Technical Trouble Shooting
• Real Time Weather Reports for Met Office
• Telemedicine
• Technical Log Book Update
• Cabin Log Book Transfer
• Update Electronic Library
• Software Loading

• Current Applications
• Out Off On In (OOOI)
• NOTAM Request/NOTAMS
• Free Text
• Weather Request/Weather
• Position Weather Report
• Flight Status
• Fuel Status
• Engine Performance Reports
• Maintenance Items
• Flight Plan Request/Flight Plan Data
• Loadsheet Request/LoadSheet Transfer
• Flight Log Transfer

33
Conclusion

• Therefore the conclusion appears to be that for
  safety related communications only a low
  throughput solution is needed for data
• The requirements for voice are in upper airspace
  which is more strategic. Low rate vocoder is
  likely to satisfy requirements (to be confirmed)
• Therefore overall data rates are low at around
  4-8 kbps

34
Discussion

• Are the assumptions on ATS and AOC requirements
  correct ?
• Is data and voice required simultaneously ?
• Is position reporting required ?
• Are ATS voice communications with the same level
  of service to VHF R/T required ?
• Do we attempt to make the use of satellite
  transparent to the controller
• What are the HMI issues in setting up the
  channel

35
Item 5 - Roadmap for Development
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History of satellite communications for aviation

• Dedicated aviation satellite in 1970s - AEROSAT -
  failed
• In 1980s PRODAT experiments showed satellite
  supporting ATM
• Inmarsat changed convention to support other
  forms of mobile satellite communications
  including aeronautical
• supported by their signatories
• ICAO FANS mainly driven by promised of satellite
  technology
• industry sensed market opportunities
• airline carried out market surveys - main revenue
  from passengers to fund equipage

37
History of satellite communications for aviation

• INMARSAT acted as the focal point for
• definition of the system - System Definition
  Manual
• Support of the ICAO process
• liaison with industry, communication service
  providers and airlines
• definition of enhancements to space segment to
  support safety communications - safety studies
• safety communications was recognised as important
  area
• network operations for Inmarsat satellites

38
The current AMSS was born

• Design choices for the current ICAO AMSS
• based on a business case for sharing of safety
  and non-safety traffic and shared use of spectrum
• Designed to meet full range of users
• Large aircraft installation and avionics for long
  haul aircraft
• Use of Large Ground Earth Stations (GES) operated
  by PTT-type organisations
• Compatible with as Inmarsat Aero H and H

39
Inmarsat Aero H

• Currently deployed in around 3000 aircraft -
  mainly long haul
• Some of these are FANS1/A equipped for ATM use in
  various regions of the world - mainly remote or
  oceanic
• Operational applications and meet by the
  performance of the system in these types of
  airspace
• Performance is not adequate for high density high
  space
• Aero I introduced with cheaper antenna for
  service in spot beam - few deployed
• Aero L low cost data only - deployed for
  helicopter safety

40
Other Candidate technologies

• Aero H (and I) perceived as costly so can we use
  other systems at exist or are emerging ?
• Boeing Connexion
• Iridium
• Globalstar
• Inmarsat Aero systems Swift64, C, Mini-Aero,
• .
• Or another system as an evolution of AMSS ?
• NexSAT

41
Other Inmarsat systems

• No other systems are defined in ICAO SARPs ?
• Do they meet the requirements ?
• Store and forward type systems do not -
  non-deterministic delivery times
• Swift64 could meet requirements but not offered
  for safety related communications (position could
  change)
• Will future Inmarsat systems support safety
  communications ?

42
Boeing Connexion

• High -speed Internet in the sky
• Only targeted at non-safety communications I.e.
  AAC and APC
• Does not operate in protected frequency band
• Trials with Lufthansa and British Airways for
  passengers only

43
Iridium Globalstar

• Iridium is being used by aviation for AAC and APC
  applications but also by FAA in Alaska
• Globalstar avionic product available
• A product that complies with RTCA DO-262 (NGSS
  MOPS)
• Both primarily aimed at GA and for non-ATS
  related uses
• Can they be used for safety related
  communications in Europe ?
• Frequency bands - they are not able to offer
  AMS(R)S
• What is the guaranteed length of service ?
• What performance is guaranteed ? Number of users ?

44
So what are the options ?

• Iridium and Globalstar do not appear to be
  candidates
• doubts over their long-term viability
• shared with non-safety services
• not defined in ICAO standards (at the moment
  anyway)
• Inmarsat Swift64, C and Mini-Aero not designed to
  support safety communications
• not designed for safety services
• not defined in ICAO standards (at the moment
  anyway)
• Improve the existing Aero H system
• possible but difficult

45
NexSAT - a new design ?

• No existing system seems to meet the requirements
  so can we design and implement a new system ?
• Design has to have high levels of availability,
  reliability and continuity required for safety
  and regularity of flight communications
• safety must be built into the design process -
  Safety Regulation Unit has some ideas on how to
  do this
• A world-wide system
• But it does not exist yet

46
How can we implement NexSAT ?

• Difficult but not impossible
• Impossible is nothing but an excuse for the weak
  and a challenge for the bold
• For safety communications Inmarsat are unlikely
  to act as they did in the past
• We need a champion how will act in a similar way

47
Reuse and improve

• Aviation is unlikely to be able to afford its own
  satellite system
• reuse existing infrastructure where possible
• GEO Satellites
• GESs
• Spectrum in L-band
• Terrestrial networks
• Institutional arrangements
• add regional beams

48
Example European regional beam
ARTEMIS
3-15
49
Role of a Champion

• Need to have a long term vision
• Can see the commercial potential
• Willing to invest in the considerable development
  process
• Willing to co-ordinate the various interests
  avionic, space segment, communication service
  provision, etc
• Is willing to market the system

50
Implementation timescale
How is this phase funded ?
The service provider has to start rolling out
the service but traffic may be low initially
Industrial consortium, Public body Inmarsat ?
51
STNA Study on Institutional Aspects

• Luc Deneufchâtel

52
Discussion

• How will the considerable RD funding be found ?
• How will non-European interests be included ?
• ICAO for the technical standards but what about
  operational (mission) requirements ?
• When does the RD phase finish and the
  implementation phase begin ?
• To meet the timescale we need to start now !
• .

53
Item 7 - Discussion of future activities
54
Discussion of future activities

• Eurocontrol has identified 3 main areas in which
  some further detailed work may be required
• business model
• institutional aspects
• mapping operational requirements to physical
  airspace
• Detailed descriptions of work necessary to
  clarify these areas are being prepared

7-1
55
1 - Business aspects (1/2)

• Targeted at AMS(R)S therefore has to be paid by
  ATSPs and airlines only e.g. no APC traffic
  revenues however it is not vulnerable to market
  failure
• Cost benefit studies have to be carried out
• identification of benefits including do
  nothing  option
• comparison of technology solutions to achieve
  same result
• view point models to be defined
• communication cost
• confirm goal of making equipment costs
  significantly lower than AMSS

6-4
56
Business aspects (2/2)

• What are the cost saving for ATSP/airlines ?
• Do nothing case
• alternative solutions
• Satellite capacity is expected to be leased from
  space segment provider - who pays for this ?
• Could it be paid on behalf of the European
  aeronautical community by a communication service
  provider and recovered based on usage by ATS or
  AOC
• flexible service provision mechanisms
• Funding development and deployment

6-4
57
2 - Institutional issues

• Standardisation
• ICAO, RTCA/EUROCAE, ETSI, AEEC standards also
  detailed technical standards for the system
• Role of communication service providers (e.g.
  ARINC, SITA)
• Space segment providers
• co-ordination between them in sharing common
  resources (assignment of frequency sub-bands and
  possibly of codes (in CDMA system) to the various
  access points (GESs))

6-3
58
ICAO Institutional Criteria (1/2)

• Comply with the Radio Regulations of ITU and
  benefits from Radio Regulation protections for
  AMS(R)S
• Ensure priority, precedence and pre-emption for
  AMS(R)S consistent with AMSS SARPs requirement
• Supplies AMS(R)S service on non-discriminatory
  basis to all ATS/AOC organizations
• Commits to long-term provision of AMS(R)S
• Commits to the backward compatibilty of future
  technology transitions
• Demonstrated commitment of service/system
  provider and avionics supplier(s) to
  international and national standards development
  and approval process

59
ICAO Institutional Criteria (2/2)

• Provides necessary documentation to regulatory
  and user community
• Provides non-discriminatory access to necessary
  communications technology
• Provide near global coverage
• Provides security against unauthorized activities
  and communications
• Unrestricted access for distress/urgency
  communications
• Provides details on the design and documentation
  standards followed in designing the NGSSs

60
3 - Supporting real world requirements

• Mobile Operating Concept study was useful in
  defining types of information exchange
• HZ do not map easily into physical airspace
• this is needed to identify physical
  implementation choices e.g. size and position of
  satellite beams
• QoS is dependent on position of aircraft in beam
• degrades towards edge of coverage
• If voice communications is it supported on a
  sector basis ?
• many sectors in Europe expanded

61
(No Transcript)
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Mapping applications to airspace

• Eurocontrol study has categorised airspace as a
  set of Homogeneous Zones
• In each HZ, mobile communications (voice and
  data) will be required with varying qualities of
  service.
• High density airspace has highest QoS
• Not all data link or voice services will be
  supportable by satcom
• Need to map QoS to system design/cost and
  capability
• there still has to be an iterative between
  mission objectives, system design, achievable
  performance, safety and costs

63
Design cycle
System design
Performance Safety Cost
Operational requirements
64
Discussion of future activities

• So you have heard what we are planning to do
• What do you think ? What is missing ?
• Where could you offer guidance or support ?
• Specific areas where you would like to contribute

7-1
65
Item 7 - Any other business
66
NexSAT web site

• EUROCONTROL has introduced a web site for
  information on the project, as a repository of
  information and links to other sites
• Address is www.eurocontrol.int/wacs
• If you have any information to share or links you
  want added please provide them

67
Item 8 - Actions
68
Item 9 - Date of future Meetings
69
Next meeting

• Meetings are held at approximately 6 month
  intervals
• Proposed next meeting Thursday 30th October 2003
  in Brussels