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
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

12. 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. Paul Ravenhill Helios Technology
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

22. 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 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

28. 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 Data Link
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

36. 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
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 R&D funding be found ?
How will non-European interests be included ?
ICAO for the technical standards but what about operational (mission) requirements ?
When does the R&D 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

62. 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 Operational requirements
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
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