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Welcome to the 3rd meeting of the Steering Group for a New Generation Satellite System NGSS

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Title: Welcome to the 3rd meeting of the Steering Group for a New Generation Satellite System NGSS


1
Welcome to the 3rd meeting of the Steering Group
for a New Generation Satellite System(NGSS)
Eurocontrol, Brussels 30 October 2003
2
Objectives
  • Major objectives of this meeting are
  • To increase understand, and get feedback on, the
    Mission requirements
  • To consider technology options
  • To review the business aspect and consider how to
    get stakeholder commitment
  • We have left time for discussion - we need your
    feedback

3
Item 2 - Acceptance of the Agenda
4
Agenda Overview
  • Welcome and Introduction
  • Acceptance of the agenda
  • Overview of activities since the 2nd meeting
  • Review of Mission Requirements
  • Technology review
  • Roadmap for development and implementation
  • Discussion of future activities
  • Any Other Business
  • Actions
  • Date of future meetings
  • Comments ?

5
Item 3 - Overview of Satellite Communication
Activities since the first meeting
6
World Radio Conference 2003 (1/2)
  • Successful for aviation
  • retention of spectrum
  • global acceptance for Connexion on secondary
    basis
  • Resolution 415 -
  • to study, as a matter of urgency, the current
    satellite frequency allocations that could meet
    aeronautical requirements to support the
    modernisation of civil aviation telecommunication
    systems, especially those in developing
    countries, and to study in particular those radio
    frequencies that could be used to support both
    ICAO CNS/ATM systems and other non-aeronautical
    telecommunication services
  • this could imply increased use of satellite
    communication systems

7
World Radio Conference 2003 (2/2)
  • Resolution 803
  • to consider results of ITU-R studies in
    accordance with Resolution 222 (WRC-2000) to
    ensure spectrum availability and protection for
    the aeronautical mobile satellite (R) service,
    and to take appropriate action on this subject,
    while retaining the generic allocation for the
    mobile-satellite service
  • Aviation needs to continue to ensure it has
    sufficient spectrum in the future in the L-band

8
ICAO 11th ANC
  • 11th Air Navigation Conference (ANC) looked at
    all ICAO activity since the last ANC in 1991
  • many technical systems developed but not all
    implemented
  • emphasis now on definition of operational
    concepts
  • need for greater regional harmonisation
  • need for more spectral efficient systems
  • A number of Recommendations related to new
    technology including satellite communication were
    formulated.

9
ICAO 11th ANC
  • Recommendation 7/4 Investigation of future
    technology alternatives for air-ground
    communication. ICAO to
  • a) investigate new terrestrial and
    satellite-based technologies, on the basis of
    their potential for ICAO standardisation for
    aeronautical mobile communications use, taking
    into account the safety-critical standards of
    aviation and the associated cost issues
  • b) continue evolutionary development of existing
    standardized ICAO technologies with a view to
    increasing their efficiency and performance and
  • c) assess the needs for additional aeronautical
    spectrum to meet requirements for increased
    communications capacity and new applications, and
    assist States in securing appropriate additional
    allocations by the ITU.

10
ICAO 11th ANC
  • Recommendation 7/5 Standardisation of
    aeronautical communication systems..for new
    aeronautical communication systems, ICAO will
  • a) continue to monitor emerging communication
    systems technologies but undertake
    standardisation work only when the systems meet
    all of the following conditions
  • see next slide

11
ICAO 11th ANC
  • Conditions for standardisation
  • 1) can meet current and emerging ICAO ATM
    requirements
  • 2) are technically proven and offer proven
    operational benefits
  • 3) are consistent with the requirements for
    safety
  • 4) are cost-beneficial
  • 5) can be implemented without prejudice to global
    harmonisation of the CNS/ATM systems and
  • 6) are consistent with the Global Air Navigation
    Plan for CNS/ATM Systems (Doc 9750)

12
ICAO 11th ANC
  • Recommendation 7/5 continued
  • b) include in Annex 10 provisions ensuring that
    the introduction of mandatory carriage of new
    equipment be based only on appropriate ICAO
    regional and inter-regional co-ordination and
  • c) further limit SARPs for complex aeronautical
    systems to broad, system-level, functional and
    performance requirements and better capitalise on
    the work of other standard-making organisations
    so as to reduce the complexity/size of technical
    provisions.
  • The intention is that NexSAT fully complies with
    these Resolutions
  • For more information see www.icao.int

13
ICAO 11th ANC
  • ESA has produced a video in association with
    Eurocontrol and industry
  • The video was shown on the Eurocontrol stand at
    the ANC
  • encouraging amount of interest shown which is
    being followed up
  • 10 minute ESA VIDEO
  • ESA has kindly agreed to make copies of video
    available

14
ICAO Aeronautical Communications Panel
  • Work on satellite communications is the
    responsibility of 3 relevant Working Groups of
    the ICAO ACP
  • Working Group M
  • maintenance of existing AMSS SARPs
  • development of generic core NGSS SARPs
  • producing a Technical Manual for the existing
    AMSS
  • Working Group C
  • reviewing new candidate technologies including
    NGSSs
  • start to develop Technical Manuals if when
    appropriate
  • Working Group F
  • Spectrum aspects

15
WG-C outcome - last week
  • This was the first meeting to reopen discussion
    on potential satellite communication systems for
    several years
  • Many papers on satellite communications systems
    were presented
  • General feeling was there seems to be potential
    for future satellite communication systems but
    more work was needed to understand capabilities
    of systems and clarify requirements

16
WG-C outcome - last week
  • Next steps are to progress the work through 4
    interest groups probably operating mainly by
    email
  • Technology Interest Group - led by Philippe
    Renaud
  • Requirements Interest Group - led by Brent
    Philips, FAA
  • Spectrum Interest Group - led by Mike Biggs, FAA
  • Institutional matters - led by Kors van den
    Boogaard, IATA
  • Results from the NexSAT project will be fed into
    these groups

17
EUROCONTROL activities
  • Since SG 2 Eurocontrol has -
  • Concentrated on revising the Mission requirements
  • Ensured co-ordination with other activities
    around the world
  • Defined tasks required to carry out business, and
    institutional analysis
  • Initiated activity with IATA on determining AOC
    requirements
  • feedback from the last SG was the presented AOC
    requirement was low
  • it seems difficult to get better information
  • we need your help ! - see next agenda item

18
Activities in other regions
  • NASA
  • Japanese papers
  • Concept of Self-synchronized ADS using Satellite
  • Efficient preemption method on CDMA system

19
Item 4 - Review of Mission Requirements
20
Document Overview
  • Developed in response to the NexSAT Steering
    Group meeting
  • Document structure
  • sections 1 and 2 - introduction and background to
    help put NexSAT in context
  • section 3 contains the HLMRs and the
    Communication Requirements
  • particularly important to dimension system
  • ATM requirements based on Eurocontrols MACONDO
    study
  • AOC will be revised after liaison with IATA and
    airlines
  • Thank you for your comments

21
Definitions
  • Mission Requirements used to -
  • to get agreement between stakeholders on
    requirements
  • provide a link between high level ATM
    requirements and input to industry to better
    understand needs
  • list statements of requirements in terms of
    coverage, performance, types of facilities, etc
  • They should not preclude any solution - current
    or future
  • They will be used to feed more detailed documents
    traceable back to requirements

22
Capturing Requirements
23
High Level Mission Requirements
  • 21 HLMRs covering
  • coverage area (HLMR1)
  • no change to operational concept - not technology
    driven (HLMR2)
  • communication types ATS and AOC (HMLR3)
  • no effects on existing users (HLMR4)
  • will be a recognised ICAO system - need buy-in
    from other states and regions (HLMR5)
  • will have security provisions (HLMR6)
  • connection to IpV6 (ground networks), ATN and may
    support ACARS (HLMRs 7, 8, 9)

24
High Level Mission Requirements
  • Supports voice services and interfaces to ATS
    voice networks and PSTN (HLMRs 10 and 11)
  • efficient use of AMS(R)S spectrum (HLMR 12)
  • communication types ATS and AOC (HLMR3)
  • supports priority (HLMR14)
  • supports expected PIAC in coverage airspace types
    and area - European predictions included but
    global figures required (HLMR 14 and 15)
  • meets safety requirements using recognised system
    - in Europe Eurocontrol Safety Regulatory
    Requirement (ESARR) (HLMR16)
  • Voice and Data Requirements (HLMR 17 to 21)

25
ATS requirement
  • ATS requirements have been derived from the
    EUROCONTROL study
  • Operating Concept of the Mobile Aviation
    Communication Infrastructure Supporting ATM
    beyond 2015 - nicknamed MACONDO
  • Compilation of EUROCONTROL Strategies based on
    ICAO CNS/ATM concepts compatible with ATMCP
    concepts
  • From the agreed concept of operations the
    communication requirements were identified
    independent of technology

26
Overview of Macondo
27
Macondo
  • Two main work packages
  • WP1 established the ATM context in Europe in the
    2010-2015 by review of Eurocontrol strategies
    e.g. ATM2000 and Operational Concept Document
    differences with non-European regions were
    identified - all broadly similar
  • WP2 defined requirements on future mobile
    communication infrastructure to accommodate
    operational communication needs arising from the
    ATM operational context.
  • Both voice and data communications were
    considered including the required Quality of
    Service
  • Results presented at a Stakeholder Workshop last
    year and agreed
  • Documents available at http//www.eurocontrol.int/
    eatmp/work/mobile_comm.html

28
Homogenous Zones
  • Airspace was characterised in general terms by
  • flight phases, shape/density of traffic, ATM
    application mix.
  • Each HZ is a portion of airspace within which ATM
    operational needs in terms of communication are
    similar
  • The airspace segmentation criteria are
  • Airspace Density/Traffic Shape
  • Airspace
  • Regime (Managed (MAS), Unmanaged (UMAS), Free
    Flight Airspace (FFAS)) COSEP status(On/Off).

29
Homogenous Zones
30
Voice requirements
31
Voice Services
  • Hypothesis for voice services
  • No new requirements
  • Decreasing use as primary means
  • No operational evolution is foreseen for voice
  • Same voice operational principles will apply
  • Immediate access to the aircraft under
    responsibility of the controller
  • Voice is the Baseline media for TACTICAL
    exchanges in 2015

32
Voice System Capacity
  • Hypothesis for voice communication traffic
    estimation
  • In TMA all tactical comms. supported by
    PARTY-LINE service
  • Communication profiles derived from French
    VOCALISE project
  • (channel load 60 at 95 upper bound, average
    contact 11s)
  • Capacity given in number of contacts per hour for
    the whole ECAC
  • Aircraft traffic profile based on Macondo WP1
    inputs (PIAC)
  • Broadcast traffic not taken into account
  • Provision for datalink backup 5 of nominal load

33
Mapping Voice Services / ATM Functions 2015
Notes Voice is primary means for Emergency and
Tactic exchanges () AFIS aerodromes outside the
AFIS service operation or non-controlled airfield
34
Evolution Scenario Assumptions
  • Hypothesis 2002
  • Load of 10 contacts per hour per aircraft
    (Vocalise study)
  • in the TMA 90 of the traffic is for tactical
    exchanges (Vocalise study)
  • Scenario 2010
  • Same communication traffic in the TMA for
    tactical exchanges as in 2002 (communication
    growth linearly linked to traffic growth)
  • 50 of 2002 traffic for Strategic and Information
    exchanges
  • Scenario 2015
  • 10 reduction of the tactical exchanges in the
    TMA
  • Residual traffic for Strategic and Information
    exchanges (5)

35
Voice Capacity Evolution (Nominal Load)
36
Voice Capacity Evolution per HZ (2015 vs. 2002)
37
Voice QoS Parameters
  • Criticality Level (ICAO) Distress, Tactical,
    Strategic, Information
  • Time axis
  • Connection Establishment Time
  • Very Fast (lt1s), Fast ( lt 10s), Standard (lt 20s)
  • Latency (recommendation ITU G114 lt 400ms)
  • Integrity axis
  • Access control (Functional requirement)
  • Jamming resistance (Difficult to specify)
  • Audio Performance (Specifies coding schemes, BER)
  • Service Availability
  • Very High (gt99.9..), High (gt 99), Standard (gt
    98)

38
PARTY LINE Desirable Features
  • Used for Tactical exchanges in TMA
  • Controller managed channel with high speed switch
    capability
  • Push to Talk operation

39
SELECTIVE Service Desirable Features
  • Used outside TMA for datalink backup
  • Controller-Pilot exchanges
  • Selective Call (addressed communication)

40
Data requirements
41
Data Class of Services
CoS D1-1 Pilot-Controller Emergency Dialog
Pilot-Controller Dialog
Priority CriticalityAvailability
CoS D1-2 Pilot-Controller Tactical Dialog
CoS D1-3 Pilot-Controller Strategic Dialog
Pilot-Pilot Dialog
CoS D1-4 Pilot-Controller Information Dialog
(CoS D2)
CoS D3-1 Medium Flight Information Exchanges
Size
Flight Information Exchanges
ATC Data Exchanges
CoS D3-2 Long Flight Information Exchanges
CoS D4-1 ATM Tactical Exchanges
Time
ATM Exchanges
CoS D4-2 ATM Strategic Exchanges
Frequency
Downlink Information Broadcast
CoS D5-1 High Frequency Information Broadcast
CoS D5-2 Low Frequency Information Broadcast
CoS v6-1 Air Surveillance Broadcast
Air-air Surveillance
Direction Size
CoS 6-2 G/A Surveillance Broadcast
42
Data Requirements
  • For each concept/airspace scenario I.e.
    Homogenous Zones the performance requirements
    have been tabulated
  • See Mission Requirements document - Table 3- 5
    page 12
  • Definition of column headings are in Appendix B -
    Page 21

43
Outputs of the study for ATS
  • The resulting requirements are applicable to ANY
    communications technology I.e. technology
    independent
  • now there is a need to match satellite
    communications technology against operational
    requirements
  • for existing technologies match technology based
    on demonstrated performance
  • for new technologies these are targets which need
    to be achieved
  • The aim for new satellite communications is to
    achieve the as much as possible AT AN ACCEPTABLE
    COST
  • However the performance of new satellite systems
    is not fully defined yet

44
AOC requirements
45
Confirmation of AOC requirement
  • These seem difficult to determine - initial input
    based on IATA paper was felt to be very low
  • Aircraft manufacturers have some concepts related
    to monitoring the airframe
  • Airbus supplied initial information on future AOC
    requirements
  • Airlines have some concepts for the future
  • Input from airlines via IATA sought
  • But the general feeling is that if the
    communications channel exists it will be used
    fully !
  • Is this a sensible design goal ?

46
AOC requirements
  • Voice
  • assumed to continue but decline ?
  • Data Link
  • Flight Operations - a few examples of safety and
    regularity of flight applications
  • ACARS type applications
  • future more graphical information exchange
  • Electronic flight bag, etc
  • Are all the applications really safety and
    regularity of flight applications? Does this
    matter ?

47
Summary of ATS requirements
  • The Macondo values for requirements have been
    included in Mission Requirements for around 2015
  • now we have to match technology against
    requirements
  • so far we do not know what a new satellite
    system can achieve
  • indicative figures from SDLS demonstrator are
    encouraging and can meet many of the requirement
    in a trials environment
  • Decision that air to air communications is not
    appropriate for satellite communications
  • strikethrough in requirements table
  • New requirements in other regions of the world ?

48
NexSAT versus Requirements
  • We are now trying to match technology against
    safety (ATS and AOC) requirements
  • ATS requirements seem better known and appear
    modest but AOC requirements are unclear but
    feedback suggests they are going to grow
    significantly - no hard numbers
  • NexSAT will be complementary to ground systems
    but which requirements will it meet ?
  • Decision that air to air communication is not
    applicable to satellite communications
  • Need performance information of a NexSAT service
    to complete the matching process - taking into
    account costs

49
Discussion
  • Party-line voice is a continuing issue - if voice
    is only for unusual situations. Is it necessary ?
  • AOC requirements appear difficult to capture
  • airframe manufacturers have plans related to the
    maintenance of airframe
  • airlines have plans for their own purposes but
    may be sensitive
  • do they classify applications into AOC and AAC ?
    Do they care ?
  • Global requirements are expected through ICAO ACP
  • How do we capture longer term requirements ?

50
Longer term requirements
  • For a new system to be viable it has to have a
    reasonable life time e.g. 10 to 15 years
  • This means considering 2015 to 2030
  • What will this timeframe look like ?
  • ESA has launched a long term study that is hoping
    to help answer this question

51
Item 5 - Technology Review
52
Role of Eurocontrol
  • Working with industry to enable them to
    understand CNS/ATM requirements to allow industry
    to develop products to meet the requirements
  • Likely that the greatest demand may result from
    AOC use
  • Industry has to be comfortable with the
    business needs
  • Eurocontrol will help in understanding and assist
    co-ordination
  • Mandatory carriage of new technology is rare -
    the business case for equipage has to be obvious.
  • A good solution will sell itself !

53
Operational Improvements
  • NexSAT is just enabling technology to allow
    operation to continue with benefits -
  • when the VHF channel becomes congested new
    communication systems will be needed to maintain
    ATS
  • lower cost communications - communication costs
    could be similar to VHF-based systems
  • greater coverage with lower infrastructure costs
    - could offer a communication service in areas
    with limited or no communication coverage

54
Satellite coverage
  • Assumption NexSAT (NGSS) will use an existing
    satellite infrastructure

3-15
55
Possible Data and Voice coverage in Europe
56
Data link application are transparent
VDL M2
57
Voice communications
  • Voice requirements will reduce in the future but
    will still be required
  • Should be transparent to users
  • similar operating for ATS with same interface and
    flexibility
  • AOC should be also be supported

58
Candidate technologies
  • Existing AMSS (I.e. Aero H (and I)) are being
    used to support ATS and AOC applications in low
    density areas but are perceived as costly and low
    quality of service
  • Other systems
  • Inmarsat Aero systems Swift64, BGAN, etc
  • Boeing Connexion
  • Iridium - Globalstar
  • A new system

59
Inmarsat systems
  • Aero H,I and L
  • these are being used to offer ATS (and other
    services) in several regions of the world
  • Swift64
  • introduced to make better use of Aero H
    infrastructure for non-safety applications e.g.
    passenger services
  • BGAN
  • high data rates (up to 432kb/s) but not designed
    for safety services
  • All systems operate in AMSS L-band
  • Global infrastructure in place now and will
    continue to be ?
  • Inmarsat presentation

60
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
    although obtain global allocation at WRC03 on a
    secondary basis
  • Trials/service underway several airlines e.g.
    Lufthansa, British Airways, SAS, All-Nippon
    Airways,
  • Working Paper at ICAO ACP WG-C last week

61
Iridium Globalstar
  • Iridium is being used by aviation for AAC and APC
    applications but also by FAA in Alaska
  • General Dynamics presentation
  • Globalstar avionic product available
  • A product that complies with RTCA DO-262 (NGSS
    MOPS)

62
A new system ?
  • From initial considerations it is believed that
    no existing system meets all the requirements
  • A service that 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
  • it has to be a world-wide system
  • Therefore do we need to design a new system ?

63
Supporting safety communications
  • What makes supporting aviation safety
    communications special ?
  • based on agreed international standards
  • operates in a privileged radio band - AMS(R)S
  • safety requirements should drive the design
    process in ground and aircraft systems
  • e.g. avionics have appropriate level of
    certification
  • agreed level of service from the satellite and
    communications service providers
  • likely to cost more

64
Narrow or Wide band
  • ATS requirements - assuming they are correct -
    seem to be meet by a modest throughput
  • AOC requirements are unclear and could be
    determining factor
  • Do we need to consider AAC and APC requirements ?
  • Can one service support all users ? This was the
    design philosophy behind the current AMSS.
  • What is your opinion ?

65
New or existing system?
  • Benefits of a new system
  • tailored to meet the requirements
  • can have new features built in
  • smaller aircraft terminals
  • Disadvantage
  • costly development
  • will take a long time
  • need to find a champion
  • What is your opinion ?

66
Item 6 - Roadmap for development and
implementation
67
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 ?
68
Discussion
  • Do we agree that there are opportunities for a
    better satellite communication system?
  • Should we investigate new Inmarsat products,
    Connexion, Iridium, Globalstar ?
  • What would it take to make them acceptable for
    safety communications ? Can they be used now for
    some applications ?
  • If a new system is needed the development time
    will be long so we need to start now
  • must be linked to business and institutional
    aspects

69
Discussion
  • Do we agree that there are opportunities for a
    better satellite communication system?
  • If a new system is needed the development time
    will be long so we need to start now !
  • What is a typical industry approach to review of
    technology requirements ?
  • What is necessary to start an industrial
    development ?

70
Item 7 - Discussion of future activities
71
Discussion of future activities
  • Eurocontrol has identified task description for
    priority work on -
  • business model
  • institutional aspects
  • mapping operational requirements to physical
    airspace
  • Complementary task descriptions being prepared
  • descriptions of work necessary to clarify these
    areas is being prepared

72
(No Transcript)
73
Business Aspects
  • A new Satellite communications system could
    bring benefits to aviation if it was at an
    acceptable cost
  • Need buy-in form a range of Stakeholders
  • airspace users
  • ATS providers
  • Communications Service providers
  • Satellite Service providers
  • Manufacturing Industry

74
Cost and benefits
  • Traditional C-B analysis will be needed to give
    indicative figures but may not be sufficient
  • ATSPs tend to use CBAs
  • Need to identify other business drivers e.g.
    benefits to early equipage, better operational
    control, etc
  • A range of business options
  • Single or Multiple ATSPs contract directly with
    SSP
  • Airlines contract directly with SSP
  • ATSPs and Airlines directly with CSP
  • CSP directly with SSP and offer service primarily
    to support airline operation

75
Institutional Aspects
  • A number of issues have been identified including
    -
  • standardisation - ICAO, EUROCAE/RTCA, AEEC, etc
  • AMS(R)S spectrum availability - guaranteed amount
    of spectrum needed at the right time
  • Service level agreements providers of satellite
    and communication services - guarantees
  • Arrangement between satellite service providers
    needed if provided by several providers e.g.
    global and regional/spot
  • Certification and approval

76
Item 7 - Any other business
77
Item 8 - Actions
78
Round table discussion
  • How can you provide contributions to the work ?
  • What do you consider are the key issues that need
    addressing ?
  • What have we not considered ?
  • What would you like to consider at the next
    Steering Group meeting ?

79
Item 9 - Date of future Meetings
80
Next meeting
  • Meetings are held at approximately 6 month
    intervals
  • Proposed next meeting first or second week of
    June 2004 in Brussels
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