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 Comments ? 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

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
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 Eurocontrol’s 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 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

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 (<1s), Fast ( < 10s), Standard (< 20s)
Latency (recommendation ITU G114 < 400ms)
Integrity axis :
Access control (Functional requirement)
Jamming resistance (Difficult to specify)
Audio Performance (Specifies coding schemes, BER)
Service Availability
Very High (>99.9..%), High (> 99%), Standard (> 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 ATC Data Exchanges Pilot-Controller Dialog
CoS D1-1: Pilot-Controller Emergency Dialog
Pilot-Controller Dialog
Priority Criticality Availability
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)
Size
CoS D3-1: Medium Flight Information Exchanges
Flight Information Exchanges
ATC Data Exchanges
CoS D3-2: Long Flight Information Exchanges
CoS D4-1: ATM Tactical Exchanges
ATM Exchanges
Time
CoS D4-2: ATM Strategic Exchanges
Downlink Information Broadcast
Frequency
CoS D5-1 : High Frequency Information Broadcast
CoS D5-2: Low Frequency Information Broadcast
Air-air Surveillance
CoS v6-1: Air Surveillance Broadcast
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 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 Data Link assumed to continue but decline ?
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
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 to
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
Better performance
Lower cost
Greater coverage
Aircraft ATN Router
Ground ATN Router
Applications
AMSS
NexSAT
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 Swift64 BGAN
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 Disadvantage
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

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