Satellites –part of the solution for global Air Traffic Management An Airbus view Peter Potocki de Montalk – Director, Air Traffic Systems 3 March 2006 NexSat SG Toulouse, 9 March 2006

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Continuous increase of air traffic Current ATM capacity limitations will be exceeded For example: VHF voice comms saturated by around 2015 Air travel safety is good – and we are keeping on improving it Pervasive, rule-dependent, international safety culture Safer than driving to & from the airports Partly depends on Air Traffic Management A human – to – human negotiation service Supporting safety, societal, and business needs for Airlines, emergency/security/military, aerial work, others Supported by CNS The drivers: - better core area safety & capacity - better remote area safety The facts - ATM

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. CNS is Communications, Navigation & Surveillance otherwise Cool New Stuff*, for enthusiasts like us and Costs - Not Services°, for implementers like me New systems take around 10 to 15 years to be operational on the ground, must pay their way aircraft systems timescales similar Why? applied research, interoperability & safety rulemaking, development & deployment, business issues Issues: value of services vs. cost of deployment part-fleet installations out-of-service time & cost of disassembling the interior & systems, to retrofit new stuff & wiring and especially so for satellite systems *Dave Allen, Boeing ATM °Andy Shand, British Airways The facts - CNS

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Data communications, shared with voice traffic, make the human beings tasks faster & easier Satellite communications & navigation allow closer separations but, required performance must be demonstrated (RCP, RNP), monitored (RVSM), … Services shared by several user categories With different needs and budgets Services must pay their way Global solution, applied in phases Increased safety and reliability Satellite-based CNS supports part of Global ATM The trends – the satellite opportunity

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. GPS installed on airliners since 1988 Resource shared with military, backpackers, you name it….. Safety & availability ensured by Aircraft-Based Augmentation Systems – ABAS Now more accurate than any other navaid, except ILS Resulting closer separations support improved: Core-area en-route ATM capacity since 1998 Poor-visibility approach safety & regularity Since 2000 (Juneau AL – and now in New York NY –& many other US places) Since 2005 (Innsbruck – Ö, Queenstown – NZ) Airbus & Boeing: SBAS is not sufficiently better than ABAS Satellite navigation

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. We are deploying GPS-based GBAS To improve safety, regularity and societal impact Mixed enthusiasm from Air Navigation Service Providers GPS-based airport navigation Reduces hesitations & gross navigation errors To improve airport safety and capacity We do not yet know enough, about Galileo & GPS III, to evaluate ATM service improvements Airbus supports Galileo as a multiple-use resource The satellite opportunity - navigation

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Satellite communications installed on airliners since about 1990 Resource shared with mariners, passengers, others Along with terrestrial VHF, HF, and L-band services, supports voice & datalink When in coverage, faster than HF, slower than VHF Now narrowband and wideband, using GEOs Used for ATM traffic since 1995 Supports closer oceanic & remote-area separations Using commercial (ACARS) data-link protocols Satcom voice may replace HF on the North Atlantic Satcom profitability is usually disappointing Satellites and communications

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. We are deploying Passenger & airline Satcom facilities, using the passengers own user equipment ICAO-compliant ATN-protocol core-area services, from 2006 Support increased core-area safety & capacity In the terrestrial VHF band We are working on A follow-on core-area communication system from 2015 – 2020 Complementary to VHF: satellite or terrestrial, shared or ATM-specific Adequate demonstrated performance, with capacity, operating & retrofit cost advantages, will help the winner The satellite opportunity - communications

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Existing terrestrial surveillance uses expensive radars Known performance Terrestrial multi-lateration systems offer similarities, better performance and costs Automatic Dependent Surveillance reports GPS position, using existing terrestrial and/or satellite communications Different performance to radars Low costs allow remote-area & oceanic deployment, from 1995 In non-radar, remote-area airspace, allows closer separations, and higher safety & capacity, from 2005, starting in Australia Candidate for partial radar replacement from 2014, starting in USA Could satellite multi-lateration be made to work? The satellite opportunity - surveillance

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. Satellites are already a part of the CNS infrastructure The return from sufficiently better ATM performance is the justification for added CNS costs All satellite services are shared with other users - there has never (yet) been a successful private-to-civil-aviation satellite system – the airlines are not rich enough Terrestrial systems are powerful competitors The path from research to deployment is more difficult than you thought Airbus installs (satellite) equipment to improve operational safety, or customer attractiveness. Not otherwise. So far, we have just scratched the surface The satellite opportunity - challenges