1. Welcome to the launch of the Steering Group for a Next Generation Satellite System (NGSS)
Eurocontrol, Brussels
26 November 2002

2. Why are we here ?
Eurocontrol and other organisations believe that satellite communication systems have more potential to support aeronautical communication than is currently thought
You are a representative group of stakeholders with an interest in satellite communications
You have agreed to provide feedback and guidance to Eurocontrol to help guide its programme
Let’s introduce ourselves…..
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3. Item 2 - Acceptance of the Agenda

4. Agenda Overview Comments ? Welcome and Introduction
Acceptance of the agenda
Overview of the satellite communications activities to date
Relationship with activities underway in the European Space Agency (ESA)
Review Terms of Reference of the Steering Group
Presentation of the planned activities
Discussion of future activities
Date of future meetings
Comments ?
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5. Item 3 - Overview of Satellite Communication Activities to date

6. The European problem !
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7. In any case a gap will exist
Capacity Vs Traffic needs
What is the foreseen situation for communication resources in Europe
Additional communication capacity needs to be made available outside the VHF band
The Aeronautical Mobile Communication infrastructure needs, in congested airspace, to accommodate Traffic growth
In any case a gap will exist
Ideal case:
ALL airspace in 8.33
2015
2002
VHF situation in Core Europe
Capacity demand
We will be somewhere here with 8.33 below FL 245
8.33 over FL 245 in ECAC
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8. Increasing Requirements
The Aeronautical Mobile Communication infrastructure needs also to evolve to support new ATM Concepts :
Increasing flight safety, security and efficiency based on data exchanges,
Pronto !
however still relying on voice exchanges for emergency and non-routine exchanges.
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9. Avoiding coverage gaps
For efficiency, ATM/CNS should be homogeneous
Terrestrial infrastructure is not economically feasible everywhere
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10. Options
Communication capacity has to be made available outside the VHF band which is close to saturation in Europe - even with 8.33kHz channels
Eurocontrol is pursuing two options -
terrestrial-based using UMTS-type technology
satellite-based using enhancement of existing AMSS as a Next Generation Satellite System - NGSS
applicable to Europe and the rest of the world
Timescale is be operational by 2010 to 2015
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11. Eurocontrol Strategy
The Eurocontrol Communication Strategy already refers to satellite services to support voice and data services
Extract from Eurocontrol Communications Strategy -
‘Enhanced air-ground data links:…... New satellite systems may offer cost reduction opportunities with increased performance and availability.’
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12. Operating concept
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13. Why satellite systems ?
Among candidate systems, geostationary satellite-based technologies are considered promising due to their :
global nature - with global beams
regional nature - with regional/spot beams
adaptability to specific airspace (e.g. low density/oceanic airspace, upper airspace)
adaptability to support specific services (e.g. ground-to-aircraft broadcast).
capability to complement terrestrial systems (thus reducing pressure on the VHF spectrum)
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14. What choices are there ?
There are several current (e.g. ICAO AMSS) or emerging satellite technologies (e.g. Iridium) but they are designed to support shared use or non-safety traffic only
Some support AAC, APC - some may support AOC and ATSC as well (e.g. AMSS)
No system supports only AMS(R)S
Previous experience has shown that reliance on a shared business case can cause problems
Where safety and regularity of flight communications are to be carried by a communications system specific measures must be put in place to safeguard them
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15. What About the Current AMSS?
Due to historical design choice, the current AMSS has limitations
Designed to meet full range of users leading to more complex system design
Expensive aircraft installation and avionics
Limited number of Large Ground Earth Stations (GES) leading to limited options for communications service provision
No Guaranteed service restoration delay after interruption
Shared use of spectrum between safety and non-safety services
Perceived as only applicable to low density traffic areas due poor performance……but
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16. Reuse and improve
A good infrastructure has been built-up so let’s re-use it
GEO Satellites
GESs
Spectrum in L-band
Terrestrial networks
Institutional arrangements
but improve on it by...
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17. Next Generation Satellite System
Low cost AES by tailoring the system to meet safety and regularity of flight communications only
Use of newer techniques e.g. CDMA to improve multiple access and overall efficiency
Two levels of service - global (low rate) and regional (higher rate)
Option to use Ku-band feeder links enabling small GESs
can be deployed locally without extensive ground network
Design in high levels of availability, reliability and continuity required for safety and regularity of flight communications
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18. Initial Deployment in ECAC
Existing resources
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19. Evolution if/when required
Additional capacity
“VSAT Access”
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20. Example Spot beam coverage
ARTEMIS
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21. High level Requirements for an Next Generation Satellite System
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22. Capacity and coverage
ATM concepts seem to need modest instantaneous throughputs - these can be met by a medium rate highly reliable communication system (approx. ~1 kb/s* for data)
Provide anytime, anywhere a minimum communication capability to the users (~7 kb/s per aircraft)
Flexibility to increase the capacity in specific areas (e.g. regional beams) (~30 kb/s per aircraft)
Relieve terrestrial systems in congested areas
*Eurocontrol Report ‘Operating Concept for the future mobile communication infrastructure - D2’
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23. Supported Services
High levels of availability, reliability and continuity required for safety and regularity of flight communications
ATS
Voice - emulate VHF R/T and ‘party-line’
Data - meet needs to support ODIAC services plus specific protocols for periodic short data messages (e.g. ADS) and also broadcast information
AOC
Voice - meet continuing need for voice communications
Data - support increasing exchange of data messages
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24. Service Provision Requirements to be satisfied
Unique technical standard to guarantee interoperability worldwide
Capability for accommodating multiple competitive communication service provision
User would choose his provider where a choice exists
Connectivity should be transparent to service provider choice
Capability for communication service providers to choose their satellite capacity supplier
Signal in space is standardised in the Service band (L-band)
Feeder links are an implementation issue
Fixed network deployment
Must satisfy the overall connectivity requirements
Interoperability to be satisfied irrespective of standards in the ground segment
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25. Ground networking 1
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26. Ground networking 2
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27. Implementation scenario
Complement to the terrestrial system (which will stay for the foreseeable future) is a key feature
The goal is that the NGSS has a similar Quality of Service to VHF voice systems, therefore the transition between the two should be easier, if not transparent
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28. Costs
Avionics cost at affordable level (similar to VHF) for aircraft ranging from GA to airliners
specifically tailored to requirements
economies of scale
Minimize the up-front investment for infrastructure
Initially use existing space segment (e.g. Inmarsat)
Minimal changes to existing GESs
Communication costs
a regional resource of dedicated capacity
Stakeholder buy-in from an early stage
reduce retrofit costs
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29. Spectrum Requirements
Spectrum requirements are dependent on applications (ATS - Voice & Data; AOC Voice & Data)
Initial estimates show that approximately 4 MHz are needed in ECAC using a regional beam
Operates in the L-band (1.5 / 1.6 GHz) where aviation is a privileged user but under threat
There is guaranteed long term availability of global coverage for safety communications due to IMO (Maritime) obligation to support GMDSS
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30. International Activities outside Europe
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31. Work will be progressed in the ICAO framework
ICAO/AMCP is recognising the interest of a Next Generation Satellite System
Task on NGSS expected to be restarted in Feb 2003
High level SARPS already exist
ICAO Communications Roadmap Document for the 11th Air Navigation Conference is expected to explicitly include NGS
Standardisation work will be progressed with interested parties (e.g. Japan and other AMCP participants)
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32. Co-ordination with Japan
JCAB uses AMSS and is about to launch it own satellite (MTSAT) for supporting the current AMS(R)S services,
JCAB identified deficiencies (e.g. delay for service restoration following a satellite or GES outage), and are interested in enhancing the current system,
Co-operation intended to be formalised for:
System definition,
Common approach for spectrum availability, and
Participating in technical tasks
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33. Item 4 - Relationship with ESA

34. The European Space Agency and Eurocontrol are co-ordinating their effort
An Agreement of Co-operation has been signed and one task is to progress the definition of a Next Generation Satellite System
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35. European Space Agency Presentation

36. Item 5 - Terms of References of the NexSAT SG

37. Terms of Reference Extract -
Providing advice on the strategy for implementing NGSS in the ECAC area;
Reviewing and commenting on deliverables (from supporting contractual work)
Contributing, where possible, in some of the activities where they are recognised to have the most appropriate expertise;
Acting as intermediaries with relevant industries or organisations to progress an identified issue;
Providing feedback or advice on NGSS standardisation activities underway in ICAO, EUROCAE, RTCA, etc.;
Helping identify demonstration/validation opportunities to prove the capability of the NGSS.
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38. Item 6 - Planned activities

39. New activities
Contract launched in early November to further progress NGSS
Contract awarded to QinetiQ for initial work
Not starting from a blank sheet of page
will draw on work undertaken by ESA
review already undertaken impartially
listen to others
develop initial Technical Specifications
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40. Work programme
A programme of complementary work is being defined as part of international collaboration
Some tasks will be progressed outside this contract
For each task provide -
A description of the task;
The work that has to be undertaken;
Recommendations for progressing the work and by whom;
Co-ordination with other entities;
Timing and duration;
Cost of the work and expected funding routes.
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41. Institutional issues Standardisation
new satellite systems capability needs to be standardised for worldwide operation
confirm that NGSS SARPS are appropriate - seem so at initial review
Access control to space segment - who, how ?
Use of AMS(R)S spectrum with many service providers
GES operators
detailed technical standards
co-ordination between them e.g. use of codes, hand-overs, etc
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42. Business aspects
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
Business case is expected to consider
flexible service provision mechanisms
goal of making costs significantly lower than AMSS (particularly avionics) which were due to limitation to AMS(R)S usage
identification of benefits including ‘do nothing ’ option
comparison of technology solutions
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43. Technical Aspects
Technical design concepts are well advanced in ESA’s SDLS concept but still open to refinement
Finalisation of design in consultation with aviation community including you -
Verify technical asssumptions
Data rate - is it adequate to meet requirements (AOC is less clear)?
Use of Polling Service - how is it used ?
Satellite RF link - need for efficient use of spectrum
ATSC voice service
design of human interface for access
party line acceptance
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44. Next short term steps
A first version of the system description (in ICAO Circular and Technical Manual format)
Planned to be finalised end Dec 02
Proposed to be reviewed by with volunteers by mid Jan 03
To be presented to AMCP8 (Feb 03) for requesting restart of ANC NGSS task
Demonstration plan
European demonstrations
11th ICAO Air Navigation Conference - September 2003
Others ?
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45. AMS(R)S Spectrum Defence
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46. AMS(R)S spectrum availability
Since WRC 97, Aviation has lost its AMS(R)S ( GHz) spectrum exclusive allocation (14  10  0 MHz bandwidth),
However, ITU recognises aviation as “priority” users of the band pending on supporting services in the priority levels (according to ITU definition) - ITU footnote S5.357A
At Eurocontrol’s request, CEPT CPG confirmed that, when Aviation is ready to operate the service, Administrations will have to ensure access to the frequency in the former AMS(R)S sub-band.
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47. AMS(R)S spectrum availability
ITU WP 8D is looking at the feasibility of introducing priority/pre-emption of intra/inter systems (resolution 222)
Such a mechanism is not felt feasible
However, ITU did not define deadline for concluding the feasibility study work (WRC06, WRC09 ?)
The ICAO position is to ask WRC03 to fix WRC06 as the target date to conclude and define relevant further action
Aviation spectrum managers should be pro-active in supporting this position with their National Radio Regulators
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48. AMS(R)S spectrum availability
Now there is a real opportunity for satellite-based communication systems to enhance air traffic management in Europe and the rest of world
We have rights to access spectrum in the L-band but this needs to be protected
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49. Item 7 - Discussion of future activities

50. Discussion of future activities
So you have heard what we are planning to do
What do you think ?
Where could you offer guidance or support ?
Specific areas where you would like to contribute
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51. Item 8 - Any other business

52. Item 9 - Actions

53. Item 10 - Date of future Meetings

54. Next meeting
Proposal is to hold meetings at approximately 6 month intervals
Proposed next meeting therefore May 2003
Objective: YOUR feedback on work programme, technical specification, demonstration
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