1. John Taylor Nairobi, Kenya Sept 3-4, 2013 Concept of ADS-B via Satellite 1

2. ADS-B as it is today (terrestrial limitations) ADS-B via satellite (as an extension to terrestrial) Operational benefits (remote, oceanic, polar areas) Some technical analysis already underway (ESA) Need for an allocation for the uplink to satellite No WRC-15 Agenda Item Bureau Directors Report to WRC-15 Overview 2

3. A proven airborne surveillance technology Air-to-air and air to ground operation at 1090 MHz ADS-B data available to ATM where terrestrial infrastructure exists Coverage is limited when ground stations are not widely installed ADS-B data not available in oceanic, Polar, remote areas Overview of ADS-B as it is today 3

4. ADS-B via satellite is being actively investigated Existing ADS-B signals from aircraft available for reception by satellites Space-borne ADS-B receivers onboard a global satellite constellation could greatly expand coverage ADS-B coverage over oceanic, Polar and remote areas ADS-B data available to Air Traffic Management The concept of ADS-B via satellite 4

5. Expanded ADS-B coverage and data availability could, Lead to changes in airspace management Direct routings and increased altitude availability Cost benefits to airlines and commercial users Operational Benefits 5

6. Preliminary technical analysis Stratospheric balloon experiments have been conducted Carrying 1090 MHz sensors to characterize and demonstrate detect ability of signals Detection above 100,000 feet achieved, plus from aircraft in excess of 500 kms range The DLR German Aerospace Center has contributed an ADS-B sensor for experimental evaluation onboard satellite ESA launched Proba V in May 2013 with ADS-B sensor Principle of detecting ADS-B signals from above, rather than below already proven by DLR using stratospheric balloons Proba V will assess detecting signals from 820 kms up in orbit 6

7. Allocation requirement at 1090 MHz uplink The band 960 – 1164 MHz is allocated to AMRS and ARNS ADS-B data contains navigation position information, velocity, aircraft ident, Mode A/C etc From a Radio Regulatory view, ADS-B data is a combination of AMRS and ARNS Satellite reception of ADS-B has not been done before No allocation in the Radio Regulations exists at 1090 MHz to include the uplink to the satellite The only suitable allocation for the aircraft to satellite uplink would be aeronautical mobile satellite (route) service, AMS(R)S 7

8. WRC-15 Considerations Consideration of an allocation requirement in the Radio Regulations at 1090 MHz was post WRC-12 No agenda item is available at WRC-15 to consider the 1090 MHz AMS(R)S requirement Need to consider possible alternative to highlight the allocation need during WRC-15 ITU WP 5B is developing a Preliminary Draft New Report on the concept of ADS-B via satellite PDNR will be mature and adopted by SG 5 prior to WRC-15. It will highlight the need for an uplink allocation at 1090 MHz for AMS(R)S The DNR needs to be referenced in the Bureau Directors Report to WRC- 15 WRC-15 may be able to consider the allocation need for the satellite reception of ADS-B signals 8

9. Aviation community to work in support of the development of the ADS-B PDNR in WP 5B Where possible participate in the work of national and regional preparations to ensure specific mention of the AMS(R)S allocation uplink requirement is included in the Bureau Directors Report to WRC-15 Conclusion 9