European initiatives for a new generation of global satellite communication services

1. European initiativesfor a new generation of global satellite communication services Phillipe Renaud and Nikos Fistas Communications and Surveillance Management EUROCONTROL

2. Outline of presentation • The potential of satellite communication services • Limitations with current satellite systems • Options for new satellite communication systems • Business and institutional aspects • Timescale • Summary - Conclusions

3. Need for a complementary system • The Aeronautical Mobile Communication Infrastructure needs to evolve to: • Accommodate Traffic growth  Need for additional capacity outside the VHF band • saturation anticipated in Europe even with new VHF technologies • Accommodate new ATS functions increasing flight safety, security and efficiency. These data exchanges will increasingly complement voice communication, which will still be required for immediate emergency and non-routine exchanges.

4. Satellite communication technology • Among the candidate systems, satellite-based technologies are being considered due to: • their ability to offer near-global coverage • they can be used where it is difficult or costly to implement a ground infrastructure • spot or regional beams can offer greater capacity where needed (e.g. in high density airspace) • they are suited to air-ground communications and broadcast applications • their capability to complement terrestrial systems (thus reducing pressure on the VHF spectrum)

5. Eurocontrol NexSAT Project • Mission Statement: to review the capability of satellite systems to complement around 2015+ the existing communications infrastructure • Main objectives • to review existing and emerging technologies and identify candidates • to work with industry to assist understanding the requirements and to offer appropriate solutions • to co-ordinate with other activities underway in other regions of the world through direct contact • to contribute to the ICAO work on future communication technologies • to meet with Stakeholders to ensure their views direct this work

6. From concept to implementation Alternative solutions (if any) ID 6 Establish commercial arrangements ID 8 Assessment of satellite technologies ID 1 Research and development of new techniques ID 1.1 Early trials/ demo activity ID 1.3 Equipment development/ modification (Ground and Aircraft) ID 9 Emerging or existing systems ID 1.2 Pre-operational Service ID 13 Validation ID 10 Consensus on NexSAT(s) ID 7 Confirm Requirements ID 2 Initial deployment including flight trials ID 10.1 Operational Service ID 14 Stakeholder Requirements ID2.1 Mission Requirements ID 2.2 Finalise institutional arrangements ID 11 Initial Business and Institutional reviews ID 3 Safety provisions ID 12 In-Service Support ID 15 Initial Safety considerations ID 4 Standardisation Process ID 5

7. Current AMSS • The current AMSS meets its design goals by - • offering safety and non-safety services to a full range of users sharing the L-band spectrum • However, there is limited deployment due to - • The cost of aircraft installation and avionics • The need to use Large Ground Earth Stations (GES) leading to limited options for communications service provision • Therefore currently AMSS is being used only in low-density and oceanic type airspace • New generation satellite communication systems could offer a higher quality of communication service for use in both low and high density airspace

8. Required Communications Services • High levels of availability, reliability and continuity required for safety and regularity of flight communications • ATS Service • Voice - generally decreasing in use • Data - generally increasing in use • needs to support future ATM operational concepts from ICAO ATMCP in each type of airspace • AOC Service • Voice - meet continuing need for voice communications • Data - support increasing exchange of data messages

9. Capacity Requirements • ATM concepts seem to need modest instantaneous throughputs - can be met by a medium rate highly reliable communication system (approx. ~1 kb/s* for data exchanges on average) • Flexibility to increase the communications capacity in specific high density areas through use of regional or spot beams • AOC voice requirements are still being considered but airlines foresee a large increase in data communications *Eurocontrol Report ‘Operating Concept for the future mobile communication infrastructure - D2’

10. 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 overlaying it with a system with new features.

11. Example regional beam coverage ARTEMIS

12. New Generation Satellite System • Some possible new features - • Low cost avionics • Use of advanced access and modulation techniques • Option to use Ku-band feeder links enabling small GESs • Design in high levels of availability, reliability and continuity required for safety and regularity of flight communications • These features are being investigated in the ESA Satellite Data Link System (SDLS), a project demonstrating the capabilities of satellite com system and investigating issues

13. ESA Satellite Data Link System • The ESA SDLS project has been underway for several years • Key features of SDLS include • design to meet to safety and regularity of flight communications • Code Division Multiple Access e.g. to allow multiple access and increase overall efficiency • Ku feeder link • Party-line voice service • support for repetitive short messages • A demonstrator has been developed by Alcatel Space in Toulouse

14. Other technologies • Existing AMSS (i.e. Aero H and I) are being used today for safety and regularity of communication applications (ATS and AOC) and also for non-safety airline administrative (AAC) and passenger communications (AAC and APC) • Other satellite communication systems that are also being used or are planned include: • Inmarsat aeronautical systems - Swift64, BGAN • Connexion by Boeing • Iridium

15. Inmarsat systems • Aero H,I and L • 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

16. Connexion by Boeing • Service was designed to offer a high-speed Internet in the sky • Only targeted at non-safety communications I.e. passenger (APC) and non-safety related airline use (AAC) • Does not operate in ‘protected’ frequency band • obtained a global allocation at WRC03 on a secondary basis • Trials/service underway by several airlines e.g. Lufthansa, British Airways, SAS, All-Nippon Airways,……

17. Iridium • Iridium offers a truly global coverage with 66 Low Earth Orbiting (LEO) satellites • Iridium is being used by aviation mainly for non-safety applications e.g. AAC and APC • However the FAA is planning to use Iridium to augment its terrestrial UAT network in its Capstone project in Alaska • Iridium offers a voice and data service

18. Business Aspects • A ‘new’ Satellite communications system could bring benefits to aviation but it has to be at an ‘acceptable cost’ • Need ‘buy-in’ from a range of Stakeholders • airspace users • ATS providers • Communications Service providers • Satellite Service providers • Manufacturing Industry

19. Cost and benefits • Traditional C-B analysis will be needed to give indicative figures but may not be sufficient • Need to identify additional business drivers e.g. benefits of early equipage, better operational control, marketing benefits, etc • A range of business options • Single or Multiple ATSPs contract directly with SSP • Airlines contract directly with SSP • ATSPs and Airlines contract directly with CSP • CSP contract directly with SSP and offer service primarily to support airline operation

20. 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 with providers of satellite and communication services • Arrangement between satellite service providers needed if provided by several providers e.g. global and regional spots • Certification and approval

21. Spectrum availability (1/2) • The currently AMS(R)S operates in the L-band (1.5 / 1.6 GHz) where aviation is a privileged user • Radio Regulations give AMS(R)S priority in use of spectrum • The amount of AMS(R)S spectrum needed is dependent on applications (ATS - Voice & Data; AOC Voice & Data) • The L-band is attractive for all mobile communication • propagation characteristics

22. Spectrum availability (2/2) • Important considerations • more non-safety related communications could put pressure on safety users • obtaining a world-wide AMS(R)S allocation and deploying systems globally may take some time • important for aviation to use the spectrum

23. Next steps • We are finalising the Mission Requirements for the NexSAT service • take into account European AND other region requirements • contributing to the ICAO activity through the Aeronautical Communications Panel • we need inputs from all ICAO regions on • future ATS requirements • future airline operational control communications requirements • input is invited from this region - see Eurocontrol NexSAT web page for contact details

24. Summary • Satellite communication systems are already providing benefits to airspace users and ATSPs in several areas of the world - usually low density oceanic • New satellite systems could have better performance which may be used to support ATM in higher density airspace such as Europe and in other regions of the world • Spectrum to support new safety-related applications of satellite communications must be protected • EUROCONTROL is refining the requirements and will match these to emerging technologies • Co-ordination and involvement with all regions of the world is vital to achieve a globally harmonised system

25. Useful websites