Presentation on theme: "Welcome to the 3rd meeting of the Steering Group for a New Generation Satellite System (NGSS) Eurocontrol, Brussels 30 October 2003."— Presentation transcript:
1 Welcome to the 3rd meeting of the Steering Group for a New Generation Satellite System (NGSS) Eurocontrol, Brussels30 October 2003
2 Objectives Major objectives of this meeting are: To increase understand, and get feedback on, the Mission requirementsTo consider technology optionsTo review the business aspect and consider how to get stakeholder commitmentWe have left time for discussion - we need your feedback
4 Agenda Overview Comments ? Welcome and Introduction Acceptance of the agendaOverview of activities since the 2nd meetingReview of Mission RequirementsTechnology reviewRoadmap for development and implementationDiscussion of future activitiesAny Other BusinessActionsDate of future meetingsComments ?
5 Item 3 - Overview of Satellite Communication Activities since the first meeting
6 World Radio Conference 2003 (1/2) Successful for aviationretention of spectrumglobal acceptance for Connexion on secondary basisResolution 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 servicesthis could imply increased use of satellite communication systems
7 World Radio Conference 2003 (2/2) Resolution 803to 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 serviceAviation needs to continue to ensure it has sufficient spectrum in the future in the L-band
8 ICAO 11th ANC11th Air Navigation Conference (ANC) looked at all ICAO activity since the last ANC in 1991many technical systems developed but not all implementedemphasis now on definition of operational conceptsneed for greater regional harmonisationneed for more spectral efficient systemsA number of Recommendations related to new technology including satellite communication were formulated.
9 ICAO 11th ANCRecommendation 7/4 — Investigation of future technology alternatives for air-ground communication. ICAO toa) 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; andc) 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 ANCRecommendation 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; and6) 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; andc) 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 ResolutionsFor more information see
13 ICAO 11th ANCESA has produced a video in association with Eurocontrol and industryThe video was shown on the Eurocontrol stand at the ANCencouraging amount of interest shown which is being followed up10 minute ESA VIDEOESA 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 ACPWorking Group Mmaintenance of existing AMSS SARPsdevelopment of ‘generic’ core NGSS SARPsproducing a Technical Manual for the existing AMSSWorking Group Creviewing new candidate technologies including NGSSsstart to develop Technical Manuals if & when appropriateWorking Group FSpectrum aspects
15 WG-C outcome - last week This was the first meeting to reopen discussion on potential satellite communication systems for several yearsMany papers on satellite communications systems were presentedGeneral 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 byTechnology Interest Group - led by Philippe RenaudRequirements Interest Group - led by Brent Philips, FAASpectrum Interest Group - led by Mike Biggs, FAAInstitutional matters - led by Kors van den Boogaard, IATAResults from the NexSAT project will be fed into these groups
17 EUROCONTROL activities Since SG 2 Eurocontrol has -Concentrated on revising the Mission requirementsEnsured co-ordination with other activities around the worldDefined tasks required to carry out business, and institutional analysisInitiated activity with IATA on determining AOC requirementsfeedback from the last SG was the presented AOC requirement was lowit seems difficult to get better informationwe need your help ! - see next agenda item
18 Activities in other regions NASAJapanese papersConcept of Self-synchronized ADS using SatelliteEfficient preemption method on CDMA system
20 Document OverviewDeveloped in response to the NexSAT Steering Group meetingDocument structuresections 1 and 2 - introduction and background to help put NexSAT in contextsection 3 contains the HLMRs and the Communication Requirementsparticularly important to dimension systemATM requirements based on Eurocontrol’s MACONDO studyAOC will be revised after liaison with IATA and airlinesThank you for your comments
21 Definitions Mission Requirements used to - to get agreement between stakeholders on requirementsprovide a link between high level ATM requirements and input to industry to better understand needslist statements of requirements in terms of coverage, performance, types of facilities, etcThey should not preclude any solution - current or futureThey will be used to feed more detailed documents traceable back to requirements
23 High Level Mission Requirements 21 HLMRs coveringcoverage 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 requirementATS requirements have been derived from the EUROCONTROL study‘Operating Concept of the Mobile Aviation Communication Infrastructure Supporting ATM beyond 2015’ - nicknamed MACONDOCompilation of EUROCONTROL Strategies based on ICAO CNS/ATM concepts compatible with ATMCP conceptsFrom the agreed concept of operations the communication requirements were identified independent of technology
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 similarWP2 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 ServiceResults presented at a Stakeholder Workshop last year and agreedDocuments 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 similarThe airspace segmentation criteria are:Airspace Density/Traffic ShapeAirspaceRegime (Managed (MAS), Unmanaged (UMAS), Free Flight Airspace (FFAS)); COSEP status(On/Off).
31 Voice Services Hypothesis for voice services No new requirements Decreasing use as primary meansNo operational evolution is foreseen for voiceSame voice operational principles will applyImmediate access to the aircraft under responsibility of the controllerVoice is the Baseline media for TACTICAL exchanges in 2015
32 Voice System CapacityHypothesis for voice communication traffic estimationIn TMA all tactical comms. supported by PARTY-LINE serviceCommunication 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 ECACAircraft traffic profile based on Macondo WP1 inputs (PIAC)Broadcast traffic not taken into accountProvision 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 exchangesScenario 2015 :10% reduction of the tactical exchanges in the TMAResidual traffic for Strategic and Information exchanges (5%)
41 Data Class of Services ATC Data Exchanges Pilot-Controller Dialog CoS D1-1: Pilot-Controller Emergency DialogPilot-Controller DialogPriority Criticality AvailabilityCoS D1-2: Pilot-Controller Tactical DialogCoS D1-3: Pilot-Controller Strategic DialogPilot-Pilot DialogCoS D1-4: Pilot-Controller Information Dialog(CoS D2)SizeCoS D3-1: Medium Flight Information ExchangesFlight Information ExchangesATC Data ExchangesCoS D3-2: Long Flight Information ExchangesCoS D4-1: ATM Tactical ExchangesATM ExchangesTimeCoS D4-2: ATM Strategic ExchangesDownlink Information BroadcastFrequencyCoS D5-1 : High Frequency Information BroadcastCoS D5-2: Low Frequency Information BroadcastAir-air SurveillanceCoS v6-1: Air Surveillance BroadcastDirection & SizeCoS 6-2: G/A Surveillance Broadcast
42 Data RequirementsFor each concept/airspace scenario I.e. Homogenous Zones the performance requirements have been tabulatedSee Mission Requirements document - Table page 12Definition 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 independentnow there is a need to match satellite communications technology against operational requirementsfor existing technologies match technology based on demonstrated performancefor new technologies these are targets which need to be achievedThe aim for new satellite communications is to achieve the as much as possible AT AN ACCEPTABLE COSTHowever the performance of new satellite systems is not fully defined yet
45 Confirmation of AOC requirement These seem difficult to determine - initial input based on IATA paper was felt to be very lowAircraft manufacturers have some concepts related to monitoring the airframeAirbus supplied initial information on future AOC requirementsAirlines have some concepts for the futureInput from airlines via IATA soughtBut 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 applicationsACARS type applicationsfuture more graphical information exchangeElectronic flight bag, etcAre 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 aroundnow we have to match technology against requirementsso far we do not know what a ‘new’ satellite system can achieveindicative figures from SDLS demonstrator are encouraging and can meet many of the requirement in a trials environmentDecision that air to air communications is not appropriate for satellite communicationsstrikethrough in requirements tableNew requirements in other regions of the world ?
48 NexSAT versus Requirements We are now trying to match technology against safety (ATS and AOC) requirementsATS requirements seem better known and appear ‘modest’ but AOC requirements are unclear but feedback suggests they are going to grow significantly - no hard numbersNexSAT will be complementary to ground systems but which requirements will it meet ?Decision that air to air communication is not applicable to satellite communicationsNeed performance information of a NexSAT service to complete the matching process - taking into account costs
49 DiscussionParty-line voice is a continuing issue - if voice is only for unusual situations. Is it necessary ?AOC requirements appear difficult to captureairframe manufacturers have plans related to the maintenance of airframeairlines have plans for their own purposes but may be sensitivedo they classify applications into AOC and AAC ? Do they care ?Global requirements are expected through ICAO ACPHow 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 yearsThis means considering toWhat will this timeframe look like ?ESA has launched a long term study that is hoping to help answer this question
52 Role of EurocontrolWorking with industry to enable them to understand CNS/ATM requirements to allow industry to develop products to meet the requirementsLikely that the greatest demand may result from AOC useIndustry has to be ‘comfortable’ with the business needsEurocontrol will help in understanding and assist co-ordinationMandatory 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 ATSlower cost communications - communication costs could be similar to VHF-based systemsgreater coverage with lower infrastructure costs - could offer a communication service in areas with limited or no communication coverage
54 Satellite coverageAssumption NexSAT (NGSS) will use an existing satellite infrastructure3-15
56 Data link application are transparent Better performanceLower costGreater coverageAircraft ATN RouterGround ATN RouterApplicationsAMSSNexSATVDL M2
57 Voice communicationsVoice requirements will reduce in the future but will still be requiredShould be transparent to userssimilar operating for ATS with same interface and flexibilityAOC 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 serviceOther systemsInmarsat Aero systems Swift64, BGAN, etcBoeing ConnexionIridium - GlobalstarA 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 worldSwift64introduced to make better use of Aero H infrastructure for non-safety applications e.g. passenger servicesBGANhigh data rates (up to 432kb/s) but not designed for safety servicesAll systems operate in AMSS L-bandGlobal 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 APCDoes not operate in ‘protected’ frequency band although obtain global allocation at WRC03 on a secondary basisTrials/service underway several airlines e.g. Lufthansa, British Airways, SAS, All-Nippon Airways,……Working Paper at ICAO ACP WG-C last week
61 Iridium & GlobalstarIridium is being used by aviation for AAC and APC applications but also by FAA in AlaskaGeneral Dynamics presentationGlobalstar avionic product availableA 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 requirementsA service that has to have high levels of availability, reliability and continuity required for safety and regularity of flight communicationssafety must be built into the design processit has to be a world-wide systemTherefore do we need to design a ‘new’ system ?
63 Supporting safety communications What makes supporting aviation safety communications ‘special’ ?based on agreed international standardsoperates in a privileged radio band - AMS(R)Ssafety requirements should drive the design process in ground and aircraft systemse.g. avionics have appropriate level of ‘certification’agreed level of service from the satellite and communications service providerslikely to cost more
64 Narrow or Wide bandATS requirements - assuming they are correct - seem to be meet by a modest throughputAOC requirements are unclear and could be determining factorDo 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 requirementscan have new features built insmaller aircraft terminalsDisadvantagecostly developmentwill take a long timeneed to find a championWhat is your opinion ?
66 Item 6 - Roadmap for development and implementation
67 Implementation timescale How is thisphase funded ?The service providerhas to start rollingout the service buttraffic may be lowinitiallyIndustrialconsortium,Public bodyInmarsat ?
68 DiscussionDo 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 nowmust be linked to business and institutional aspects
69 DiscussionDo 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 ?
71 Discussion of future activities Eurocontrol has identified task description for priority work on -business modelinstitutional aspectsmapping operational requirements to physical airspaceComplementary task descriptions being prepareddescriptions of work necessary to clarify these areas is being prepared
73 Business AspectsA ‘new’ Satellite communications system could bring benefits to aviation if it was at an ‘acceptable cost’Need ‘buy-in’ form a range of Stakeholdersairspace usersATS providersCommunications Service providersSatellite Service providersManufacturing Industry
74 Cost and benefitsTraditional C-B analysis will be needed to give indicative figures but may not be sufficientATSPs tend to use CBAsNeed to identify other business drivers e.g. benefits to early equipage, better operational control, etcA range of business optionsSingle or Multiple ATSPs contract directly with SSPAirlines contract directly with SSPATSPs and Airlines directly with CSPCSP 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, etcAMS(R)S spectrum availability - guaranteed amount of spectrum needed at the right timeService level agreements providers of satellite and communication services - guaranteesArrangement between satellite service providers needed if provided by several providers e.g. global and regional/spotCertification and approval
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 ?
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